European High-Speed Rail Noise and Vibration Measurements

HMMH Report No. 293630-2

Page 59
April 1996

TABLE 4. INSTRUMENTS USED FOR TRAIN NOISE MEASUREMENTS IN SWEDEN

NI MI PAL - Tl cl
2 N2 M2 PA2 A2 Tl cl
N3 M3 PA3 A3 Tl cl
N4 M4 PA4 AA Tl cl

NI M1 PAL - Tl ait

3A N2 M2 PA2 - Tl ca |
N3 M3 PA3 Al Tl cl
N4 M4 PA4 A2 Tl cl
NI M1 PAL - Tl Cl
4 N2 M2 PA2 - Tl cl
N3 M3 PA3 Al Tl cl
N4 M4 PA4 A2 TI cl
NI M1 PAI - Tl cl
5 N2 M2 PA2 - Tl cl
N3 M3 PA3 Al Tl cl
N4 M4 PA4 A2 TI cl

respectively.

See Table | for instrument code descriptions.

See Figures 24, 26, 28, 32 and 34 (A&B) for measurement positions at Sites 1, 2, 3A, 4 and 5,


SWEDEN - SITE 5 (At-grade)
Far track X2000 - Average spectra

fwrensewed=Tem] |] 111111111] 11111
|
|

90 5

85 TTA = {jj} i
80

75

70

65 fet |

60} es e

55 | 4 fet p te

—

50

Sound Pressure Level, dB re: 20 pPa

api} te |

40 14+

+ tT +r ne ee mm T
31.5 63 125 250 500 1000 2000 4000 8000. 16000
1/3 Octave Band Center Frequency, Hz

[os 97 ft, 16 ft mic -s— 97 ft, Bitmic —e 179 ft, 5 ft mic ~>~ 261 ft 5 ft mic

;APROJECTS\293630\NOISEDAT\SPECTRA\SAVGSPEC.WB1 09/08/95


European High-Speed Rail Noise and Vibration Measurements

Page 25
HMMH Report No. 293630-2 April 1996
TT T Scale in Meters
— |
tio) 0 10 20
Csignal Joints
§
§
g
25
Bldg.
E
g
&
Ni,N2 N3 N4
Qe dit Tae Za)
v2 v3 v4
50m
75m
44 4:
y
§ TT 7:
- T 4+ 45
FIGURE 14A. PLAN VIEW OF ITALIAN MEASUREMENT SITE 2


hwwwit| Harris MILLER MILLER & HANSON INC.

IS New England Executive Park 945 University Avenue The Green Business Centre

Burlington, MA 01803 Sacramento, CA 95825 The Causeway, Staines, Middx TW18 3AL
USA USA UK

Tel. (617) 229-0707 Tel. (916) 568-1116 Tel. (44) 1784 449974

Fax. (617) 229-7939 Fax (9/6) 568-120! Fax (44) 1784 460347


FRA High Speed Rail Vibration Spectra
Site 3B, WB X2000, Averages

oft TT TTT Terry tet ty

80
75 4

" See = See

| ee ae
|

65 +

|_|
60 Z EY a Ae | {| |

55 | LAN ae a =a on

~ H | i
50 F 4
45 WA pt _ oe |

40
35 -
30 —}—+—+— |
25 +++ |_| |

20 -{—}—_+- ++ [Ty Ty

1 t
4 8 16 31.5 63 125 250
1/3 Octave Band Center Frequency (Hz)

-@- Channel 2,7.5m -# Channel3,15m ~t- Channel 4, 25m
= Channel 5, 37.5m -G- Channel 6, 50m = ~-i Channel 7, 62.5m |

Vibration Velocity Level (VdB)



European High-Speed Rail Noise and Vibration Measurements
HMMH Report No. 293630-2

Page ii
April 1996

TABLE OF CONTENTS

LIST OF FIGURES ... 1.0.0... occ cece eee eee iii
LIST OF TABLES... 2.1... eee eee eee iv
1. MEASUREMENT LOCATIONS 1
11 French Measurement Sites 2
1.2 Italian Measurement Sites 4
1.3 Swedish Measurement Sites ..... 2.2.6.6. 62 ee eee ee eee 5
2. MEASUREMENT PROCEDURES AND EQUIPMENT ...........-.-2---0-0005- 55
2.1 Noise Measurements ... 2.6.06. 00602 eee eee eee SS
2.2 Ground Vibration Measurements . 60
2.3 Vibration Propagation Tests 65
3. NOISE MEASUREMENT RESULTS ..........-0000000000 00 cee eee eee eee 67
3.1 Noise Data Analysis Procedures 67
3.2 A-Weighted Train Noise Levels 67
3.3 Train Noise Spectral Analysis .... 2.2.2... 0600000 e eee eee eee eee eee 68
4. GROUND-BORNE VIBRATION MEASUREMENT RESULTS ..........-.-.---- 71
4.1 Vibration Data Analysis Procedures ..........-.-. see - 71
4.2 Overall Train Vibration Velocity Levels ........ sees -. 71
43 Ground-Bome Train Vibration Spectral Analysis 72
5. GROUND-BORNE VIBRATION PROPAGATION TEST RESULTS .. 74
5.1 Test Analysis Procedures ......-......--020-00005 -. 74
5.2 Summary of Test Results... 2.0.00... 00.2 eee eee 74
APPENDIX A: A-WEIGHTED TRAIN NOISE MEASUREMENT DATA ..............- A-l
APPENDIX B: TRAIN NOISE SPECTRA .......-.2- 2000000 e eee reece eee B-1
APPENDIX C: GROUND-BORNE VIBRATION LEVELS FOR TRAIN EVENTS ........- Cl
APPENDIX D: GROUND-BORNE VIBRATION SPECTRA FOR TRAIN EVENTS ....... D-1


SWEDEN - SITE 3 (Primary)
Far track X2000 - Average spectra
90 cai

Average speed = 115 mph| } | Ty - rT
85 —- PH - tit |

go HL — | oe
meee

70

65 F—-

60 +

55 H-++4 4

50 | |

7 | | | | _
“ [yy TPT TTP
40 UH ft {1 4+}44 44/4 |

31.5 63 125 250 500 1000 2000 4000 8000 16000
1/3 Octave Band Center Frequency, Hz

Sound Pressure Level, dB re: 20 pPa

|

[-=- 97 ft, 16 ft mic -8- 97 ft, 5 ft mic —-— 1791, 5 ft mic -e— 261 ft, 5 ft mic

:\PROJECTS\293630\NOISEDAT\SPECTRA\SAVGSPEC.WB1 09/08/35


European High-Speed Rail Noise and Vibration Measurements Page 68
HMMH Report No. 293630-2 April 1996

Other observations based on the A-weighted noise data are as follows:

Regarding maximum wayside noise levels, the L,,,,, were generally 1-2 decibels above the Le...s
with greater differences for measurements made closer to the track and for higher-speed trains.

The noise levels measured at the high microphone position averaged about | decibel greater than
the noise levels measured at the low microphone position at 25 meters from the near track.

The measurements at French Site H indicated that the 3-meter high noise barrier at this site
provided an insertion loss ranging from about 6 decibels at 50 meters from the near track to about
9 decibels at 25 meters from the near track, at a 1.5 meter-high receiver position.

Although the higher speed French trains appeared to generate additional low-frequency noise of
an aerodynamic nature, this noise did not appear to significantly affect the A-weighted noise levels
for trains at speeds up to nearly 300 kph (186 mph). This observation is supported by Figures
36 and 37 which show that the higher speed noise data follow the noise model curves previously
developed based on lower-speed noise measurements for the Northeast Corridor Project.

Finally, the results suggest that the trains measured in Europe would generally be expected to comply with
the U.S. Federal Railroad Noise Emission Standard. The relevant standard for the operation of such trains
is a Lema, Of 93 dBA, with a 2-decibel tolerance, yielding an absolute limit of 95 dBA. Based on the
measurement data, this corresponds to a limit of 93 dBA in terms of Lg... Of the representative data
shown in Figure 36, only one Eurostar train exceeds this limit.

3.3 Train Noise Spectral Analysis

Noise spectra for selected train events are included in Appendix B.


FRA High Speed Rail Vibration Spectra
Site 5, EB X2000, Averages
90 —-;——

: Sac csseeeeeeeeees
+--+ + Say Teer

70

654 ; |

ot AA

>]

45 | —
40 —

35 tT

20 Face | IM
25 |} —
20

Vibration Velocity Level (VdB)

ESA
|
ft |

{| | | | || |

4 8 16 31.5 63
1/3 Octave Band Center Frequency (Hz)

|e Channel 1, 7.5m —&- Channel 2, 15m -m- Channel 3, 25m -<- Channel 4, som |



European High-Speed Rail Noise and Vibration Measurements Page 79
HMMH Report No. 293630-2 April 1996

Ground-borne Vibration vs Distance
Velocity Level Projected using Measured
Force Densities and Transfer Mobility

o 95
9 ; ; ; ; ;
8 ; \ 1 ;
90}. - ee peeee gen - roe
a f 1 1 1
2P oe
a 1 1 1 1

80 |-- — 2 ee
Ss x2000 : ;
sms L--| —ae [eee = fee eee
é X2000, Data : y ‘
3 70---| ~__ I}. p 4 7 othe
rn 1 1 1 1
Ses. - Pendolino | te es ee ——
oO 1 1 1 1
=6o0L--| Tev |.-a---- ee eee oe eee a
2 —-ee 1 1 1 1
@ 55 |---| Eurostar : sok
= 1 ' ' 1
50; - : es - mo

45 | a am i | \

20 30 40 50 70 100 150 200 300 400 500

Distance from Track Centerline, ft
Using transfer mobility from

Site 3B in Sweden
Train Speed 150 mph

FIGURE 42. PROJECTED VIBRATION - SITE 3B (SWEDEN) TRANSFER MOBILITY


Page 15
April 1996

European High-Speed Rail Noise and Vibration Measurements

HMMH Report No. 293630-2

02 OF 0
—=_—

S19}8W\ Ul B[2OS

ws}

FIGURE 6B. CROSS-SECTIONAL VIEW OF FRENCH MEASUREMENT SITE G


HIGH-SPEED TRAIN VIBRATION DATA: ITALY - SITE 3 (CURVE SITE) - MAY 17, 1995

EVE
NO.

36
40
43
45

TIME
OF D

20:03
20:36
20:48
20:54

MEASURED MAXIMUM VERTICAL VIBRATION VELOCITY LEVEL (VdB)

Lengt Speed Ch1(17.5mNB/21.2mS” Ch2(25mNB/28.7mS Ch3(SOmNB/S3.7mS Ch4(75mNB/78.7mS

TRAIN DESCRIPTION
Type Dir.
(m) (kph) = RMSV PPV RMSV PPV
Pendolino NB 236.6 132 73.6 84.5 70.0 77.3
Pendolino SB 236.6 148 73.1 79.3 73.6 77.0
Pendolino SB 236.6 130 73.3 82.4 72.1 77.8
Pendolino NB 236.6 154 76.5 84.7 72.8 80.3

RMSV
68.1
66.2
69.0
69.1

PPV
75.2
714

73.8
75.2

RMSV
58.6
60.4
61.1
60.0

PPV
66.4
66.3
669
65.6


FRA High Speed Rail Vibration Spectra
Site D, SB TGV, Averages

ws ro TT —

70

65-+—t—_1_ + 1 1 | |

60 [4—+ -

55

co} Al

se ee

45 4 —

wot | ey ti 8

35 |

Vibration Velocity Level (VdB)

15 | }
: 4 8 16 31.5 63 125 250
1/3 Octave Band Center Frequency (Hz)

—@® Channel 1, 17.5m —& Channel 2,25m -—m Channel 3, 37.5m |
= Channel 4,50m -©- Channel 5, 62.5m -i- Channel 6, 75m |

25 rP—b—4 > TF — 7
20 P| We :


European High-Speed Rail Noise and Vibration Measurements Page 74
HMMH Report No. 293630-2 April 1996

5. GROUND-BORNE VIBRATION PROPAGATION TEST RESULTS

5.1 Test Analysis Procedures
The steps used to analyze the train vibration and transfer mobility data to derive force densities were:

1. A narrowband spectrum analyzer was used to obtain transfer functions for each transfer mobility
test and 1/3 octave band spectra for each train passby.

2. The narrowband transfer mobility spectra were used to calculate equivalent 1/3 octave band
transfer mobilities.

3. The point-source transfer mobilities for each test site accelerometer were combined to approximate
line-source transfer mobility.

4. The 1/3 octave bands for both the train and the propagation measurements were used to obtain
best-fit curves of level vs. distance for each 1/3 octave band. These curves result in approximate
line-source transfer mobility and train vibration spectra as a function of distance from the source.

5. The difference between the 1/3 octave band spectrum for train vibration and the transfer mobility
at the same distance is the force density. The force density should not be a function of distance.
In practice, force density was calculated at each measurement distance, and the average force
density was used to characterize each type of trainset. For all of the trainsets, the force densities
at the six measurement distances were well clustered around the average. The typical range
between the highest and lowest was 3 to 4 decibels.

The end result of the analysis was a force density to characterize each type of trainset, line-source transfer
mobility functions characterizing each of the primary test sites, and the trainset 1/3 octave band ground-
bome vibration as a function of distance.

5.2 Summary of Test Results

As suggested by the results in Section 4.2, it is likely that much of the difference in ground-borne
vibration between the trainsets is due to geology rather than differences in suspensions or wheel conditions
of the trainsets. The line source transfer mobility spectra for the three different measurement sites are
shown in Figure 39. The transfer mobilities are very different. For example, at 100 Hz the transfer
mobility at Site 3B in Sweden is 8 decibels higher than at Site D in France and about 30 decibels higher
than at Site 4 in Italy. All of the sites were in rural areas where relatively little is known about the

specific geology at the test sites. These differences in transfer mobility are fairly consistent out to 100
meters from the vibration source.

The force density functions derived for X2000, Pendolino, TGV, and Eurostar trainsets, all normalized
to a speed of 150 mph are shown in Figure 40. The force densities are very different, but the differences
are not as large as the differences in the measured vibration levels. The TGV and Eurostar force densities
are close enough to be considered the same. The X2000 and the Pendolino are surprisingly similar
considering the large difference in the vibration spectra.


European High-Speed Rail Noise and Vibration Measurements Page 32
HMMH Report No. 293630-2 April 1996
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Scale in Meters

FIGURE 18B. CROSS-SECTIONAL VIEW OF ITALIAN MEASUREMENT SITE 4


FRANCE - SITE H1 (Barrier)
Far track TGV - Average spectra
100 -->—

TI ne ae ee ee ee a
95 | 4 Average speed = 184 mph |

7 LLU
90 I | 4 4-4

85 4
80 a aaa
75 = >>
70
65 He 1
60 i
55
50 —
45 — |
| |
40 ++ ijt {||| amd
31.5 63 125 250 500 1000 2000 4000 8000 16000
1/3 Octave Band Center Frequency, Hz

A

Sound Pressure Level, dB re: 20 uPa

| -= 97 ft, 13 ft mic ~~ 97 ft 5 ftmic = 179 ft, 5 ftmic -o- 261 ft, , 5 ft mic |

IP:\293630\NOISEDATISPECTRA\FAVGSPEC.WB1 09/07/95


European High-Speed Rail Noise and Vibration Measurements Page 39
HMMH Report No. 293630-2 April 1996

°
H nN
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H oho
H of |>
i =
: s
y 2
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§
a oO
“fe
6
4x
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FIGURE 24B. CROSS-SECTIONAL VIEW OF SWEDISH MEASUREMENT SITE 1


European High-Speed Rail Noise and Vibration Measurements
HMMH Report No. 293630-2

Page 64
April 1996

TABLE 8. INSTRUMENTS USED FOR VIBRATION MEASUREMENTS IN SWEDEN

V3 AC3 PS3 T3

8 V4 AC4 PS4 A3 T3

V5 ACS PSS A4 T3

V6 AC6 PS6 AS T3

vi ACS PSS A4 13

‘ v2 AC6 PS6 AS T3

Vi AC2 PS2 73

5 v2 AC3 PS3 A3 T3

v3 AC4 PS4 A4 73

| V4 ACS PSS AS 13

See Table 5 for instrument code descriptions.

See Figures 30, 32 and 34 (A&B) for measurement positions at Sites 3B, 4 and S, respectively.


Vibration Velocity Level (VdB)

90

85 §

80
75
70
65
60
55
50
45
40
35
30
25
20

FRA High Speed Rail Vibration Spectra
Site 3B, EB X2000, Averages

1/3 Octave Band Center Frequency (Hz)

se ee ee ee
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| | | |
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| |
3 : | |
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| im
+ a
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yo Sees es ee ee ee a “eT
| TRING
jo | \ bal
| |
|_| | | 4
4 8 16 31.5 63 125 250

~@- Channel 2, 16.8m —&- Channel 3, 24.3m —m- Channel 4, 34.3m
>= Channel 5, 46.8m -G- Channel 6, 59.3m —TM- Channel 7, 71.8m



European High-Speed Rail Noise and Vibration Measurements Page 35
HMMH Report No. 293630-2 April 1996

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FIGURE 21. LOCATION MAP FOR SWEDISH MEASUREMENT SITE 4


European High-Speed Rail Noise and Vibration Measurements Page 67
HMMH Report No. 293630-2 April 1996

3. NOISE MEASUREMENT RESULTS
3.1 Noise Data Analysis Procedures

Analysis of the field data was carried out in the HMMH laboratory. For this analysis, the A-weighted
maximum noise level (Ls,,,,) and Sound Exposure Level (SEL) for each train event were obtained directly
from the tape-recorded data using a B&K Type 2230 sound level meter set at “slow" response. At the
same time, a Rion Model LR-04 graphic level recorder, set at the “fast” writing speed, was used to obtain
time-history graphs of each train event as well as the L,,,,,. The maximum noise level obtained using the
“slow" averaging time (L,,,,) is better correlated with the SEL and is more appropriate for modelling train
noise mathematically. However, the maximum noise level obtained using the “fast" averaging time (Lpna,)
is required to evaluate compliance with the U.S. Federal Railroad Noise Emission Standards.

Frequency analysis was carried out for selected recorded events, using multi-channel FFT spectrum
analyzers to obtain one-third octave band sound pressure level spectra, averaged over intervals of
maximum event noise levels. First, the noise signals were fed into the narrow-band analyzers at a
maximum sampling rate for 20 kHz input bandwidth, and post-processing software was used to combine
the narrow-band results into one-third octave noise spectra.

3.2 A-Weighted Train Noise Levels

The results of the wayside noise measurements are listed in Appendix A in terms of the following A-
weighted noise level descriptors: Lenax1 Lema and SEL. These results are given at each measurement

position for each train event at each site, along with the measurement date and time, train type and length,
and train speed.

To provide an overview of the results, representative European high-speed train noise levels at a variety
of speeds are plotted in Figures 36 and 37. Figure 36 provides a graph of Lg,,,, as a function of train
speed, normalized to a reference distance of 100 feet (30.5 meters). This normalization was based on
interpolation between the measurement data obtained at 25 and 50 meters from the near track center line
for the microphones located 1.5 meters above the ground. Figure 37 provides similar results in terms of
SEL, with the data normalized to a reference distance of 100 feet and to a reference train length of 740
feet. Also shown on these graphs are train noise level versus speed curves generated by the noise model
recently developed as part of the U.S. Northeast Corridor Project. These model curves are based on
measurements conducted in the U.S. for several newer-technology trainsets including the German ICE,
Swedish X2000 and the U.S/French RTL-2 Turboliner.

The results in Figures 36 and 37 indicate that the European train measurement data generally fall within
the range of the train noise curves developed for the Northeast Corridor Project. The results also suggest
that the TGV trains are typically the quietest of the trains tested in Europe, with noise emissions similar
to the ICE and RTL-2 trains tested in the U.S. Wayside noise levels for the X2000 and Pendolino trains
averaged about 5 decibels higher, with noise emissions similar to the X2000 train tested in the U.S. The
data for the Eurostar trains showed the greatest variation, with noise levels scattered over the range for
the other trains. However, we understand that there are two versions of the Eurostar trains currently in
Operation, and that this may account for the wide spread in the noise data for this equipment.


FRANCE - SITE H2 (No Barrier)
Near track TGV - Average spectra

100 oe
Average speed = 182 mph
95 4 TI ]
90 = 4
85 Fa : See ene
80 RK a TAN
| a |

N ra RX

75

70 jt—1-— CT | TI
|
65 H- tj} 4
in x
55 VA
50 s a NI
45 —44 = —
40 ++ +1 4 44
31.5 63 125 250 500 1000 2000 4000 8000 16000
1/3 Octave Band Center Frequency, Hz

Sound Pressure Level, dB re: 20 pPa

[+= 821, Sftmic 2 164 tt 5 ft mic|

PA293630\NOISEDATISPECTRA\FAVGSPEC.WB1

og/o7/35


HIGH-SPEED TRAIN VIBRATION DATA: FRANCE - SITE K (LOW-SPEED SITE) - MAY 11, 1995

EVE TIME TRAIN DESCRIPTION MAX. VIBRATION VELOCITY LEVEL (VdB)
NO. OFD Type Dir. _Lengt Speed Ch1(25mNB/29.5mS Ch2(50mNB/S54.5mSB)
(m) (kph) ~~ RMSV PPV RMSV PPV
41 16:30 TGV SB 2375 193 67.0 76.2 63.6 724
42 16:35 TGV NB 2375 198 67.1 76.9 64.1 73.7
43 16:40 Eurostar SB 3937 206 65.3 73.9 65.3 73.8
44 1649 TGV SB 2375 201 65.8 743 64.0 718
45 16:52 TGV-2 SB 475.0 185 66.3 74.8 63.2 713
46 17:25 Eurostar NB 393.7 145 65.6 74.2 58.6 67.2
48 17:33 Eurostar $B 393.7 169 64.1 73.3 62.2 69.5
49 1736 TGV NB 2375 193 69.9 78.7 63.9 72.9
50 17:45 TGV NB 237.5 198 67.7 75.4 63.7 724
51 17:50 TGV SB 2375 201 66.4 75.3 64.4 72.0
52 18:02 TGV NB 2375 196 66.5 74.6 64.0 73.0

53 18:12 TGV SB 237.5 182 65.3 74.1 62.7 70.8
55 18:35 TGV NB 237.5 216 66.2 75.1 61.0 73.5
56 18:49 TGV SB 237.5 196 66.0 75.1 63.3 72.3
57 19:00 TGV NB 237.5 166 66.0 75.1 58.5 67.9
AVG TGV NB 237.5 195 67.2 76.0 62.5 72.2
SB 237.5 195 66.1 75.0 63.6 71.8

AVG Eurostar NB 393.7 145 65.6 74.2 58.6 67.2
SB 393.7 188 64.7 73.6 63.8 717


European High-Speed Rail Noise and Vibration Measurements
HMMH Report No. 293630-2

Page 45
April 1996

FIGURE 28B.

|
q
<a
4
e+
= 1 A
2 3
el.
at A
A
el Ef ©
| Ss] 6
a] B} 8

—=——
~t
—<

‘4.5m

20°

10

Scale in Meters

°

CROSS-SECTIONAL VIEW OF SWEDISH MEASUREMENT SITE 3A


HIGH-SPEED TRAIN NOISE DATA: FRANCE - TGV HAUTE PICARDIE STA
(NB PLATFORM) MAY 12, 1995

EVE TIME

NO.

17
19
20
21
22
23

OF D

18:00
18:07
18:14
18:19
18:22
18:27

TRAIN DESCRIPTION

Type

TGV
TGV
TGV
TGV
TGV
TGV

Dir.

NB
SB
NB
NB
SB

MEASURED SOUND LEVEL

Lengt Speed LCh(15mNB/20mSB/1.5mH)

(m) (kph) Lmax(s)
96.2
100.6
97.3
98.1
99.3
95.3

Lmax(f)
98.2
103.1
98.6
101.0
103.4
97.0

SEL
100.8
106.6
103.1
102.5
103.7

99.9


European High-Speed Rail Noise and Vibration Measurements
HMMH Report No. 293630-2

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Page 8
April 1996

7 Sato

7
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FIGURE 1. FRENCH MEASUREMENT SITE VICINITY MAP


European High-Speed Rail Noise and Vibration Measurements

Page 1
HMMH Report No. 293630-2

April 1996

SUMMARY OF EUROPEAN HIGH-SPEED RAIL
NOISE AND VIBRATION MEASUREMENTS

Noise and ground-borne vibration measurements of European high-speed train operations were carried out
during May 1995. The measurements were performed by the staff of Harris Miller Miller & Hanson Inc.
(HMMH) for the U.S. Federal Railroad Administration (FRA), under subcontract to De Leuw Cather &
Company (DCCO). The purpose of this program was to document wayside noise and vibration levels for
representative European high-speed trainsets as a function of distance, speed and consist, with the ultimate
objective of developing suitable guidance manual models for high-speed rail noise and vibration projection.

Wayside noise and vibration measurements were carried out on high-speed trains in three countries,
including the TGV and Eurostar trains in France, the Pendolino trains in Italy and the X2000 trains in
Sweden. The measurement locations, procedures, equipment and results are described below.

1. MEASUREMENT LOCATIONS

High-speed train noise and vibration measurement locations were selected by HMMH based on candidate
sites identified by local acoustical consulting organizations acting as project liaisons in each country.
These liaisons included Commins Acoustical Workshop in France, Phoneco in Italy and Ingemansson in
Sweden. The candidate measurement sites were identified based on guidance provided by HMMH with
regard to geographical characteristics, train operations and track configuration.

The guidance provided with regard to site geographical characteristics was based primarily on
measurement logistics as follows:

The sites in each country should be located in the same general region, within a one-hour (or less)
drive of each other.

The sites should be in generally open, level areas that are accessible by van.

The sites should allow access for the placement of instrumentation within an area extending
between 12.5 and 75 meters from the near track centerline, along a 60-meter segment of the
railroad line, with no intervening obstacles or major roads.

The sites should not be very close to sources of significant noise or vibration that could

contaminate the measurements, such as major roads, airports, industrial plants, construction sites
or agricultural equipment.

Based on the measurement objectives, the desired conditions with regard to train operations and track
configuration were as follows:

One primary site in each country where trains operate at or above grade along a straight section
of track at or near the maximum speed for the rail system.

Additional at-grade or above-grade sites where trains operate at intermediate and low speeds, to
investigate the speed dependence of train noise and vibration.


Vibration Velocity Level (VdB)

90
85
80
75
70
65
60
55
50
45
40
35
30
25
20

FRA High Speed Rail Vibration Spectra

Site 4, EB X2000, Averages

T T |

a AAR e |/ |_| 4 |
| | Vis aN 2S 4 | |
‘72 4 | | \s +
x | | | A |
1 SSSSSS68\7. cena
ra |— — —_t—
an | ay
72 jt a
— i : t rn | | ~ TT — | —_
4 8 16 31.5 63 125 250

1/3 Octave Band Center Frequency (Hz)

—@- Channel 1, 7.5m -&- Channel 2, 15m



European High-Speed Rail Noise and Vibration Measurements Page 42
HMMH Report No. 293630-2 April 1996

Oo
&
2
5Mho
ome
' =
©
| 2
' S
§
a o
Ke
> é
‘ 6
i an
a f
€| cl
S| S| 5
AN] Tt] ©
E
sete
g
Ft |
g!
oe Y
5s 2¢ 6
aus !
&§ 3 — >
S° G5 H
-~ § i
¥ i
eo Y
a
g

FIGURE 26B. CROSS-SECTIONAL VIEW OF SWEDISH MEASUREMENT SITE 2


European High-Speed Rail Noise and Vibration Measurements

HMMH Report No. 293630-2

Page 73
April 1996

Maximum RMS Vib Velocity, dB re 1pin/s

Comparison with NEC Vibration Models
Normalized to 90 mph

100 j

95 |} —

90

85 —_— ; :
Pa! Ni e
80 - 1
MNS

i | eo) a) |
65 ox — -

ax |

60 | — 7 * |
| * |

55 eT |
L x | |

50 ‘

10 100

Distance from Track, ft

—— ICE (NEC) — — X2000 (NEC) —— RTL-2 (NEC)
a TGV (France) v Eurostar (France) x  Pendolino (Italy)
@ X2000 (Sweden)

FIGURE 38. HIGH-SPEED TRAIN VIBRATION LEVELS VS. DISTANCE



HIGH-SPEED TRAIN NOISE DATA: FRANCE - SITE D (PRIMARY SITE) - MAY 10, 1995

EVE TIME
NO. OF DA

1 12:18
3 12:54
4 12:58
5 13:10
6 13:15
7 43:17
8 16:25
9 16:33
10 16:40

AVG

AVG

TRAIN DESCRIPTION

Type

TGV
TEV-2
TGV
TeV
Tev
TGV
TGV
Eurostar
Tav
TGV
TGV-2
Eurostar
Eurostar
TGV
Tov
TGv
TeV
Tev
Tev
TeV
Tov
Tev
Tov
Tev

Tov

TGV-2

Eurostar

Dir.

NB
NB

NB

NB

MEASURED A-WEIGHTED SOUND LEVEL (dBA)

Length Speed Ch1(25mS8/29.SmNB/1.SmH) Ch2(25mS8/29.SmNBV4.0mH) Ch3(SOMSBY/S4.SmNBV1.SmH) Ch4{75mS8/79.5MNB/1.SmH)

(mm) (kt) Lmax(s) Lmax() SEL Lmax(s)_ Lmax(f) SEL Lmax(s)_ Lmax(()
275 20 868 81 972 896 894 938 885 850
4750 204 = 882s B9H_ 1005 BIT) 13 HO BSB.
275 20 9934 97 976 27 90 978 885 93
2575 293 926 «= 952975 922 «950972 BBA NG
2375 2% 92 993 1012 954 989 1005 922 940
277.5 293 87.1 89.1 91.8 88.4 915 937 84.3 85.2
237.5 296 93.0 947 96.8 92.3 94.0 964 88.6 89.0
3937 269 93.9 97.1 99.8 93.6 96.8 1003 90.2 918
2375 24 = 89.4 22S 9.0 AT 5B BSB.
275 2 4 23 95 W7 NS 4 873 B79
4750 293930937 993° 923981 BS BT OT
3037 2938930918 «953-3981 72 BSB BRO
3937 29 © 99.5 102.6 10449841019 BTA
237.5 286 B74 89.5 92.5 89.6 922 94.9 84.4 86.1
2375 266 «856 «= KES HD BBO NZ BA1 B32
2375 204 27 949 868 919 946 98 878 890
275 2% 875 899 28 B87 6 46 846 855
2375 283 «91.3 952939 950 1000 74 91.0 4D
23975 293 930 955 972 927 950 G71 B86 894
2375 294 892 910 942 909 932 954 865 880
2375 296 923 931 970 917 930 95 882 887
237.5 293 95.5 99.0 100.1 94.5 980 99.3 o1t 922
275 296 «B77 = BOT 28881 OG HZ 8508S
275 2% 959 90 998 955 982 95 928 65
2975 294 936 959 980 930 954 G77 894 97
2375 289 «880s 934 0s 921 KES BEE
4750 293 «930-937 993 23931 989 88 T BGT
475.0 294 88.2 .6 100.5 897 913 96.0 85.6 87.0
3037 283-67 98.9 1021 0 994 8 925 945
3937, 293 89.3 918 95.3 90.3 93.1 4 85.8 88.0

SEL Lmax(s)
969 82S
920 © 84.5
94.4 877
94.3 B71
97.9 nT
92.0 833
935 9 871
967 886
20 856
920 © 859
954 869
28 © 839

— 934
902 © 825
78 Bit
933 85.1
905 827
94.0 92.1
94.1 e72
918 859
935 865
965 897
98 831
96.6 912
46 © 879
27 B43
954 869
92.0 B45
18 91.0
88.0 83.9

Lmax(f)
83.0
85.0
887
883
93.1
842
878
89.8
862
868
87.3
86.1
96.1
83.5
819
867
83.4
96.0
88.0
88.1
87.1
90.9
837
942

892
85.6

87.3
85.0

93.0
86.1

SEL
87.8
916
93.4
933
97.4
89.3
92.5
95.6

944
O16

69.8
86.1


SUMMARY OF EUROPEAN HIGH-SPEED RAIL

NOISE AND VIBRATION MEASUREMENTS

HMMH Report No. 293630-2

April 1996

Prepared by: Harris Miller Miller & Hanson Inc,
15 New England Executive Park
Burlington, Massachusetts 01803

DeLeuw, Cather & Company
1133 15th Street NW
Washington, DC 20005-2701

jwawilh| HARRIS MILLER MILLER & HANSON INC.

Consultants in Noise and Vibration Control



ITALY - SITE 4 (Primary)
Near track Pendolino - Average spectra

90 PTT Tryp 7 a y
[ Average speed = 118 mph
wo 8514 ;
a
S 80 | | | L
nN poe = !
® 75 1b _ M ENKI
co
= 70 Ho | i |
Tt Aaa
28 BREAKS Nana
5 60 es SS £4
Best til. =ae ave
a r as
= 50 ! 4 iN [|
a
fo}
® 45H-+14|4 ata = Yee
40 L—+—-|- | _|

31.5. 63 125 250 500 1000 2000 4000 8000 1600
1/3 Octave Band Center Frequency, Hz

[-- 82 ft, 16 ft mic -s- 82 ft, 5 ftmic —*— 164 ft, 5 ft mic -e— 246 ft, 5 ft mic |

GAPROJECTS\293630\NOISEDATISPECTRAMAVGSPEC.WB1

0

og/07/95


HIGH-SPEED TRAIN VIBRATION DATA: SWEDEN - SITE 4 (CURVE SITE) - MAY 24, 199

EVE TIME — TRAIN DESCRIPTION MAXIMUM VERTICAL VIB. VELOCITY (V
NO. OFD Type Dir. Lengt Speed Ch1(7.5mEB/12mW Ch2(15mEB/19.5m

(m) (kph) = VRMS PPV VRMS PPV
30 9:19 X2000 WB 140.0 175 86.2 98.3 83.3 91.7

31 9:42  X2000 WB 140.0 174 85.9 98.6 83.1 90.5
40 11:33 X2000 EB 140.0 174 89.8 99.7 83.0 91.4
41 13:35 X2000 EB 140.0 72 82.1 91.5 76.6 84.1

42 13:51 2000 WB 140.0 183 86.5 98.2 83.0 92.1

AVG X2000 WB 140.0 177 86.2 98.4 83.1 91.4


European High-Speed Rail Noise and Vibration Measurements

Page iv

HMMH Report No. 293630-2 April 1996
LIST OF FIGURES (CONTINUED)

FIGURE 32A. PLAN VIEW OF SWEDISH MEASUREMENT SITE4 ..........-..----. 50

FIGURE 32B. CROSS-SECTIONAL VIEW OF SWEDISH MEASUREMENT SITE 4
FIGURE 33. PHOTOGRAPH OF SWEDISH MEASUREMENT SITE 5 ..
FIGURE 34A. PLAN VIEW OF SWEDISH MEASUREMENT SITE 5

53
FIGURE 34B. CROSS-SECTIONAL VIEW OF SWEDISH MEASUREMENT SITE 5 54
FIGURE 35. GROUND-BORNE VIBRATION PROPAGATION TEST PROCEDURE ....... 66
FIGURE 36. HIGH-SPEED TRAIN MAXIMUM NOISE LEVEL VS. SPEED 69
FIGURE 37. HIGH-SPEED TRAIN SOUND EXPOSURE LEVEL VS. SPEED .. . 70
FIGURE 38. HIGH-SPEED TRAIN VIBRATION LEVELS VS. DISTANCE ............-. 73
FIGURE 39. LINE-SOURCE TRANSFER MOBILITY AT THE TEST SITES ............. 16
FIGURE 40. NORMALIZED TRAINSET FORCE DENSITY FUNCTIONS .............. 77
FIGURE 41. PROJECTED VIBRATION - SITE D (FRANCE) TRANSFER MOBILITY ..... 78
FIGURE 42. PROJECTED VIBRATION - SITE 3B (SWEDEN) TRANSFER MOBILITY .... 79
FIGURE 43. PROJECTED VIBRATION VELOCITY USING X2000 FORCE DENSITY ..... 80

LIST OF TABLES

TABLE 1. FIELD INSTRUMENTS USED FOR TRAIN NOISE MEASUREMENTS ........ 56

TABLE 2. INSTRUMENTS USED FOR TRAIN NOISE MEASUREMENTS IN FRANCE .
TABLE 3. INSTRUMENTS USED FOR TRAIN NOISE MEASUREMENTS IN ITALY ..
TABLE 4. INSTRUMENTS USED FOR TRAIN NOISE MEASUREMENTS IN SWEDEN ...
TABLE 5. FIELD INSTRUMENTS USED FOR GROUND VIBRATION MEASUREMENTS .. 61
TABLE 6. INSTRUMENTS USED FOR VIBRATION MEASUREMENTS IN FRANCE
TABLE 7. INSTRUMENTS USED FOR VIBRATION MEASUREMENTS IN ITALY ....... 63
TABLE 8. INSTRUMENTS USED FOR VIBRATION MEASUREMENTS IN SWEDEN



ITALY - SITE 4 (Primary)
Far track Pendolino - Average spectra
90 AT]

~ —_I—
+4 | _lpswnre speed = 119 mph
85 —

N rl

5 SNSEAS pa _|
mINDRAN RG NNE SS EN

oF Sea aN

Sound Pressure Level, dB re: 20 uPa

56 TTA
= CCC TONS
45 4 1. i

|
L | i yd \
40 ftff jij {+ || =

31.5 63 125 250 500 1000 2000 4000 8000 16000
1/3 Octave Band Center Frequency, Hz

[= 94 ft 16 ft mic —=— 94 ft, 5 ft mic = 176 tt, 5 ft mic —-— 258 ft, 5 ft mic|

G:APROJECTS\293630\NOISEDATISPECTRAMAVGSPEC.WB1 09/07/95


European High-Speed Rail Noise and Vibration Measurements
HMMH Report No. 293630-2

Page 30

April 1996

FIGURE 17. PHOTOGRAPH OF ITALIAN MEASUREMENT SITE 4


HIGH-SPEED TRAIN NOISE DATA: ITALY - SITE 3 (CURVE SITE) - MAY 17, 1995

EVE TIME — TRAIN DESCRIPTION

MEASURED A-WEIGHTED SOUND LEVEL (dBA)
NO. OFDA Type ir.

Length Speed Chi(25mNB/28.7mSBV1.SmH) Ch2(25mNBV28.7mSEVS.0mH) Ch3(SOMNEVS3.7MSB/1.6mH) Ch4(7SmNB/78,7mSE/1.SmH)
(TM) (kph) Lmax(s)_Lmax(f)_- SEL_—Lmax(s)_ Lmax(f) SEL Lma:{s)_ Lmax() SEL Lmax(s) Lmax() SEL
7 20:03 Pendolino NB 2366 132 847 86.0 920 859 870 934 847 831 937 90.3 908 978
11 20:36 Pendolino SB 2366 148 78.1 788 852 06 «B17 823 885 76.2 7.0 83.1 746 750 80.8
14 20:48 Pendolino SB 2366 130 76.2 7.0 85 793 80.1 866 746-752 820 726 730 80.1
16 20:54 Pendolino NB 2366 154 87.0 682 935 88S 897 95.9 847 657 91.5 822 830 892


HIGH-SPEED TRAIN NOISE DATA: FRANCE - SITE H (BARRIER SITE) - MAY 11, 1995

EVE
NO.

888

2SSSIREBRE

a
8

AVG

AVG

TIME
OF DA

11:09
11:18
11:25
1127
11:35,
11:40
11:42
12:02
12:11
12:18
12:32
12:54
13:08
13:14

MEASURED A-WEIGHTED SOUND LEVEL BEHIND BARRIER (dBA)

Length Speed Ch1(25mNB/29.5mSB/1.SmH) Ch2(25mNB/29.5mSB/4,0mH) Ch3{SOmNB/S4.5mSB/1.5mH) Ch4(7SmNB79.$SB/1.SeH

TRAIN DESCRIPTION
Type Dir.

(m) (kph) Lmax(s) Limax() SEL Lmax(s)
Tov $8 2375 — = 765 784 BIT 789
Tov NB 2375 — 834 848 883 837
TGV NB 2375 200 8270 BAB BTA BBA
Eurostar SB 393.7 267 77.2 79.0 B44 79
TGV-2 NB 475.0 294 84.3 86.1 97 849
TGV SB 237.5 294 75.9 776 817 78.5
TGV SB 2375 298 «= 784 02 832 BOT
Eurostar SB 3937 283 783 803 854 83
TGV NB 23575 204835 850 884A
TGV NB 2375 293 «829 = 44 7G B33
Eurostar NB 3937 296 853 884 914 859
TGV-2 NB 4750 294 850 870 911 860
TGV SB 2975 «208 «= 784 79.6 | BB BOA
TGV SB 237.5 293 772 78.4 82.2 797
TGV NB 2975 202-830 4G BTR BBG
$B 2375 296 75 790 87 798
TGV-2 NB 475.0 294 847 86.6 90.9 85.5
Eurostar SB 3937 275 78 797 849 791

Lmax(\)
Bit
855
850
B10
86.8
800
827
826
858
850
89.1
88.1
81.9
B14

853
B15

875

B18

SEL
84.1
89.0
883
86.1
913
042
85.6
875
89.4
882
925
92.0
85.9
a8

88.6
85.1

O17

86.8

Lmax(s)
73
827
82.9
78.4
85.0
TIA
78.8
712
82.3
81.3
847
84.2
78.5
782

82.2
78.2

84.6

778

Lnaxit)
78.5
85.2
849
798
87.3
79.0
80.0
79.6
83.1
822
872
857
80.0
79.1

83.4
73.5

865

79.7

SEL Lmax(s)
83.6 758
884 813
883 81.3
85.3 76.1
909 832
84.1 76.6
84.9 75
85.4 765
88.1 815
72 795
918 a4
907 a5
85.1 7387
84.2 78.0
87.9 808
846 777
90.8 a9
85.4 763

Lmax(f)
787
831
ae
78.1
85.0
72.0
797
781
630
86
642
832
803
79.4

eat
734

B41

Tet

SEL
Eas
a7
a2
e4.€
90.c
ea
84.C
84.4
eT
eae
0.0
aoe
85.1
Ext

oe
eas

aoe

84.5


European High-Speed Rail Noise and Vibration Measurements Page 12
HMMH Report No. 293630-2 April 1996

N4
Ltt sm
V6
>

V5
—_

v3
»

om
5m

7.5m

20

10

Scale in Meters

°

FIGURE 4B. CROSS-SECTIONAL VIEW OF FRENCH MEASUREMENT SITE D


European High-Speed Rail Noise and Vibration Measurements Page 54
HMMH Report No. 293630-2 April 1996
So
q
Q
oho
ane
=
=
H a
| §
OUs

iz
7.5m
15m.
a
>

25m
50m
75m

Loe

FIGURE 34B. CROSS-SECTIONAL VIEW OF SWEDISH MEASUREMENT SITE 5


HIGH-SPEED TRAIN NOISE DATA: SWEDEN - SITE 5 - MAY 24, 1995

EVE

TIME

NO. OF DA

121
122
124
125
126
128

AVG

16:38
16:44
17:38
18:37
18:42
19:38

TRAIN DESCRIPTION MEASURED A-WEIGHTED SOUND LEVEL (dBA)
Type Dir. Length Speed Ch1(25mEB/29.SmWB/1.5mH Ch2(25mEB/29.SmMWBYS.0mH Ch3(S0mEB/S4. 5MWB/1.5mH Ch4(7SmEB/79.5mWBV/1.SmH
(m) (kph) Lmax(s) Lmax(), SEL Lmax(s) Lmax() SEL Lmax(s) Lmax(f) SEL Lmax(s) Lmax(f) SEL

2000 EB 140.0 183 93.6 94.1 88.5 93.8 947 98.8 916 92.1 96.5 89.8 902 95.0
2000 WB 140.0 77 85.7 877 95.0 89.7 912 95.2 83.9 85.5 89.6 827 83.1 638.4
X2000 EB 140.0 187 93.4 44 97.8 93.8 952 98.9 91.6 92.9 96.3 89.8 90.3 95.2
x2000 EB 1400 187 931 45 976 935 943 980 896 90 948 883 890 940
x2000 WB 1400 174 865 «= Bl 17 «= 9S ON 952_—«BBZ2_— BAY BBQ B.DssBGCBT.T
‘X2000 WB 140.0 114 82.2 83.4 88.0 85.4 B68 919 79.1 79.7 85.9 78.7 80.1 857
x2000 —B 140.0 186 93.4 94.3 94.6 93.7 3947 986 90.9 O17 95.9 89.3 89.8 S47


European High-Speed Rail Noise and Vibration Measurements Page 75
HMMH Report No. 293630-2 April 1996

The four force density functions can be combined with the transfer mobility from one site to approximate
what the vibration levels would be if all of the trainsets were operating on the same track. The resulting
overall vibration levels using the transfer mobility from Site D in France are shown in Figure 41 and the
same results using the transfer mobility from site 3B in Sweden are shown in Figure 42. Both figures
show that using the same transfer mobility substantially reduces differences in the overall vibration levels.
With the transfer mobility from Sweden, the TGV, Eurostar, and X2000 are all within about 2 decibels,
and the Pendolino is 3 to 4 decibels lower. In this case, ground-bome vibration from the different
trainsets is between 75 and 80 VdB at 30 meters from the track. With the transfer mobility from France,
the TGV and Eurostar are 2 to 3 decibels lower than the Pendolino and the X2000 is about 4 decibels
higher than the Pendolino. The levels are between 65 and 73 at 30 meters from the track centerline. The

overall conclusion is that all of the trains would have significantly higher vibration levels at the Swedish
test site than at the French site.

To further illustrate the strong effects of the transfer mobility, Figure 43 shows vibration level vs. distance
applying the X2000 force density to the three transfer mobility functions. This shows that close to the
trade centerline, the projected vibration levels are all relatively high. However, the levels with the transfer

mobility from Site 3B in Sweden show considerably slower attenuation with distance than with the other
two transfer mobilities.


European High-Speed Rail Noise and Vibration Measurements

Page 36
HMMH Report No. 293630-2

April 1996

ie Jamcekalia
(Howdlansg

Exragh oct >
a —1. Lf erogirden +

\ ° AX

“s SN

se wonsbh
emmene-v7—- — 4

se pA ‘\

Stommen,
cigs oe - a]

Kollenossen

Again

. AD “

Ripa g 76151 4
Ag

FIGURE 22. LOCATION MAP FOR SWEDISH MEASUREMENT SITE 5


European High-Speed Rail Noise and Vibration Measurements Page 48
HMMH Report No. 293630-2 April 1996

A

“hk

E| €| E| EF E

6] B] w] S} 6

[ Q} SC] Bl Gy

oO oS

YYY

9.3m

WB
r
1m

2

10

Scale in Meters

FIGURE 30B. CROSS-SECTIONAL VIEW OF SWEDISH MEASUREMENT SITE 3B


SWEDEN - SITE 2 (Cut)
Far track X2000 - Average spectra

900 pe
Average speed = 106 mph| a
3 9 —— T-++-+
& I
=a 90 WN 44-
{2}
N95 4 TON +
oO
a HY EMER
= 75H ptt
2 vane
% 70 ra
g 65
8 60 44-F
a
S55 44 Ne
5 50 | -
fo) | Y
40 444444. )

31.5. 63 125 250 500 1000 2000 4000 8000 16000
1/3 Octave Band Center Frequency, Hz

[= 81 ft, 5 ftmic — 146 ft, 16 ft mic ~*~ 146 ft, 5 ft mic -e- 228 ft, 5 ft mic |

| G:\PROJECTS\293630\NOISEDATISPECTRA\SAVGSPEC.WB1 og/08/2s


European High-Speed Rail Noise and Vibration Measurements
HMMH Report No. 293630-2

Page 53
April 1996

Scale in Meters ° — ———
ie) 10 20 = a ~
N4
[ a ae

Lg

FIGURE 34A. PLAN VIEW OF SWEDISH MEASUREMENT SITE 5



FRA High Speed Rail Vibration Spectra
Site K, NB TGV, Averages

65 -}—+—_}_ _ + +4 | |

| CORO
Sepa pa

Vibration Velocity Level (VdB)

10 b+ + —} —j}— + 4-

= T T T
4 8 16 31.5 63 125 250
1/3 Octave Band Center Frequency (Hz)

~@- Channel 1, 25m —&- Channel 2, 50m



European High-Speed Rail Noise and Vibration Measurements Page 49
HMMH Report No. 293630-2 April 1996

FIGURE 31. PHOTOGRAPH OF SWEDISH MEASUREMENT SITE 4



European High-Speed Rail Noise and Vibration Measurements Page 78
HMMH Report No. 293630-2 April 1996

Ground-borne Vibration vs Distance
Velocity Level Projected using Measured
Force Densities and Transfer Mobility

o 95
oO 1
(2)
© 90 tev | -
a
89 TGV, Data] -
a a
aS 80 Eurostar | ~
@o75 -
3 X2000
370 —---|-
1
B= Pendolino
865 -
J ' -
- 60 1 -- wee
g 1 1 1
1 Hl ‘
a 55 1 1 n NTT
= \ f \ ‘
& 50 mot <r n
' 1 1 ‘ 1 ‘ 1 ‘
45 | 1 | i a \ fs \

ie)
fo}
i)
o
aN
fo)
a
ro)

70 100 150 200 300 400

Distance from Track Centerline, ft
Using transfer mobility from
Site D in France
Train Speed 150 mph

FIGURE 41. PROJECTED VIBRATION - SITE D (FRANCE) TRANSFER MOBILITY



HIGH-SPEED TRAIN NOISE DATA: ITALY - SITE 2 (AT-GRADE SITE) - MAY 15, 1995

EVE TIME — TRAIN DESCRIPTION

MEASURED A-WEIGHTED SOUND LEVEL (dBA)
NO. OFDA Type Dir.

Length Speed Ch1(25mNEV28.7mSB/1.5mH) Ch2(25mNB/28.7mSB/4,0mH) Ch3(S0mNE/S3.7mSB/1.SmH)

(m) (kph) Lmax(s) Lmax() «SEL Lmax(s) Lmax(f) SEL Lmax(s) Lmax(f) SEL
76 20:19 Pendolino NB 2366 194 90.2 916 963 - = = 85.6 82 935
TT 20:34 Pendolino SB 2366 — 86.3 875 926 - - = 83.0 e38 89.5
80 2049 Pendolino SB 2366 190 - 630° - 90.0 — - 320 —

Ch4(7SmNBV78.7mSBV1.SmH)

Lmax(s) Lmax() SEL.
836 842 921
812 820 87.9
606 = 811883


Europcan High-Speed Rail Noise and Vibration Measurements
HMMIi Report No. 293630-2

Page 43

April 1996

FIGURE 27, PHOTOGRAPH OF SWEDISH MEASUREMENT SITE 34



HIGH-SPEED TRAIN VIBRATION DATA: ITALY - SITE 4 (PRIMARY SITE) - MAY 16 & 18, 1995

EVEN TIME
NO. OF DA

MAY 16, 1995
1 756
5 858

62 959
21 1269
27 1402

2 1659

MAY 18, 1995
43 757
51 859
55 9:18
6 10:00

AVG

TRAIN DESCRIPTION

Type

Pendolino

Pendotina

Dir

3
SB
NB
NB

so
Na

sa
sa
SB
NB.

8
NB

Length Speed Cn2{ 10m!

(m)

2366
235.6
236.6
236.6
2366
236.6

2366
236.6
2366
236.6

2366
236.6

(koh)

175
190
193
195
193,

192
196
185
192

187
192

\SB/13.7mNB) CRALSMSB2B.7
PPV

MEASURED MAXIMUM VERTICAL VIBRATION VELOCITY LEVEL (V8)

mNB) Ch4(37.SmSB/41 2mNB) ChS{SOMSA/S3.7MNB) ChE{625SBE62MNB) Ch7(7SMSB7E.7mNB)
PPV

VRMS PPV VRMS PPV VRMS) PPV VRMS VMS PPV
782-869 oe 795 ora 8 = 673 752 650 707 636 704
787 882 730 e24 670 76.1 650 742 634 18 61 708
78.1 852 708 730 42 730 620694 $87 666 S79 648
79 865 709 738 655 729 e7 698 0 67.41 592 652
74 852 oa 78.4 era 744 672 742 48 70.0 633 710
780 854 ee 734 659 RI 638 709 602 69 $9.4 661
76 862 n2 796 8 76.1 3 742 e22 692
72 (854 9 735 oo 738 670-729 _ e238 69.4
772 856 16 732 630 759 (66A 732 — =— 25 a4
eal 862 70.1 781 Er BS 630 70.4 59.1 674 sae 652
m7 863 709 796 oe 738 «6S 740 64a 708 29 700
718 861 To4 786 65.1 RB4 9 701 595 670 sa7 653


ITALY - SITE 3 (Curve)
Far track Pendolino - Average spectra
90 1

T ~T a CO A
| ia | [Average speed = 87 mph |
85 44] tp | pp
TTT
80 a — top
mea
Ze aa Nea S =
65 a EN — TI 7

60 +

| | — es on oe

55 +4 —

50 H sa I

ol HTT TELE

40 + — Tt t
31.5 63 125 250 500 1000 2000 4000 8000 16000
1/3 Octave Band Center Frequency, Hz

Sound Pressure Level, dB re: 20 pPa

—_|—_| | |

—=— 97 ft, 16 ft mic -=- 97 ft, 5 ft mic —e- 176 ft, 5 ft mic —e— 258 ft, 5 ft mic

F ROJECTS\293630\NOISEDATISPECTRA\IAVGSPEC.WB1 09/07/95


SWEDEN - SITE 5 (At-grade)
Near track X2000 - Average spectra

90 a
Average speed = 115 mph | |
wo 85 am ae Pa T _j—} |} - ° —_ _} |
oO |
=a - i | |
o 80 : 444 + - = =|
g = oN
@ 75 4G Ld : +44 +4 |
a fT |
c 70 T a | SS 1 TET TT] — — 4
®o
3 65 N | |
if i
£ 60 4 ttt
8 \ |
oO |_| | 4 oe ee ee eee on
on naan |
no} L
BOR ee ee
je} | H
YO 45 “an pote op
40 = {4——}{| ||]

aan tt ot tot
31.5 63 125 250 500 1000 2000 4000 8000 16000
1/3 Octave Band Center Frequency, Hz

[-=- 82 ft, 16 ft mic =~ 82 ft, 5 ft mic —— 164 ft, 5 ft mic -o- 246 tt, 5 tt mic|

\PROJECTS\293630\NOISEDATISPECTRA\SAVGSPEC.WB1 09/08/95


HIGH-SPEED TRAIN VIBRATION DATA: ITALY - SITE 2 (AT-GRADE SITE) - MAY 15, 1995,

EVE TIME

NO.

67
68-2
71

OF D

20:19
20:34
20:49

TRAIN DESCRIPTION

Type

Pendofino
Pendolino
Pendolino

Dir.

NB
SB
SB

MEASURED MAXIMUM VERTICAL VIBRATION VELOCITY LEVEL (Vd8)

PPV
777
70.3

RMSV
65.3
60.8

PPV
75.0
68.3

Lengt Speed Chi(12.5mNB/16.2mS Ch2(25mNB/28.7mS Ch3(SOmNB/S3.7MS Ch4(75mNB/78.7mS
(m) (kph) RMSV PPV RMSV PPV = RMSV

236.6 194 84.2 94.2 772 84.7 69.3

236.6 _ 76.6 86.5 69.0 76.5 64.0

236.6 190 TTA 87.0 68.9 77 64.0

72.2

60.0

67.5


FRA High Speed Rail Vibration Spectra

Site 4, WB X2000, Average
ena — oe

90
85 |__| __f
80
75 |4{—
70 A
65
60 _

j | | jy ft
to

{

55
50
45 F4—4+—+—4—_|

40
35 f+ :
30

Vibration Velocity Level (VdB)

a i ,
i i ao id
| | \ ||
20 — —+-f-4-4 +t tt
4 8 16 31.5 63 125 250
1/3 Octave Band Center Frequency (Hz)

r

~@- Channel 1,12m -#- Channel 2, 19.5m|



European High-Speed Rail Noise and Vibration Measurements

Page iii

HMMH Report No. 293630-2 April 1996
LIST OF FIGURES

FIGURE 1. FRENCH MEASUREMENT SITE VICINITY MAP ..........-.....---2--. 8

FIGURE 2. LOCATION MAP OF FRENCH MEASUREMENT SITES D,G ANDH ........ 9

FIGURE 3. PHOTOGRAPH OF FRENCH MEASUREMENT SITED .............----- 10

FIGURE 4A. PLAN VIEW OF FRENCH MEASUREMENT SITE D
FIGURE 4B. CROSS-SECTIONAL VIEW OF FRENCH MEASUREMENT SITE D
FIGURE 5. PHOTOGRAPH OF FRENCH MEASUREMENT SITE G
FIGURE 6A. PLAN VIEW OF FRENCH MEASUREMENT SITEG ..........
FIGURE 6B. CROSS-SECTIONAL VIEW OF FRENCH MEASUREMENT SITEG . :
FIGURE 7. PHOTOGRAPH OF FRENCH MEASUREMENT SITEH ....-......--- - 16
FIGURE 8A. PLAN VIEW OF FRENCH MEASUREMENT SITE H
FIGURE 8B. CROSS-SECTIONAL VIEW OF FRENCH MEASUREMENT SITE H :
FIGURE 9. PHOTOGRAPH OF FRENCH MEASUREMENT SITEK ...........-...--- 19
FIGURE 10A. PLAN VIEW OF FRENCH MEASUREMENT SITE K .....-...--.---4-5- 20
FIGURE 10B. CROSS-SECTIONAL VIEW OF FRENCH MEASUREMENT SITE K ...
FIGURE 11. PHOTOGRAPH OF TGV HAUTE PICARDIE STATION

bce eee eee . 22
FIGURE 12. ITALIAN MEASUREMENT SITE VICINITY MAP.............-.-0-.--- 23
FIGURE 13. PHOTOGRAPH OF ITALIAN MEASUREMENT SITE 2 ...............--. 24
FIGURE 14A. PLAN VIEW OF ITALIAN MEASUREMENT SITE 2 .............. 25
FIGURE 14B. CROSS-SECTIONAL VIEW OF ITALIAN MEASUREMENT SITE 2 ... 26
FIGURE 15. PHOTOGRAPH OF ITALIAN MEASUREMENT SITE3 ........-.--- 27
FIGURE 16A. PLAN VIEW OF ITALIAN MEASUREMENT SITE 3 28
FIGURE 16B. CROSS-SECTIONAL VIEW OF ITALIAN MEASUREMENT SITE3 ........ 29
FIGURE 17. PHOTOGRAPH OF ITALIAN MEASUREMENT SITE 4 ...........-.-.--- 30
FIGURE 18A. PLAN VIEW OF ITALIAN MEASUREMENT SITE 4 ................--. 31
FIGURE 18B. CROSS-SECTIONAL VIEW OF ITALIAN MEASUREMENT SITE 4 ........ 32
FIGURE 19. PHOTOGRAPH OF PARMA STATION .... 2.2.0... 00-2 e eee eee eee eee 33
FIGURE 20.. LOCATION MAP FOR SWEDISH MEASUREMENT SITES 1,2 AND3 ...... 34
FIGURE 21. LOCATION MAP FOR SWEDISH MEASUREMENT SITE 4 : 35
FIGURE 22. LOCATION MAP FOR SWEDISH MEASUREMENT SITE 5 36

FIGURE 23. PHOTOGRAPH OF SWEDISH MEASUREMENT SITE 1
FIGURE 24A. PLAN VIEW OF SWEDISH MEASUREMENT SITE 1 .....-......-.-.0- 38
FIGURE 24B. CROSS-SECTIONAL VIEW OF SWEDISH MEASUREMENT SITE 1

39
FIGURE 25. PHOTOGRAPH OF SWEDISH MEASUREMENT SITE 2 ......... 40
FIGURE 26A. PLAN VIEW OF SWEDISH MEASUREMENT SITE 2 : 41
FIGURE 26B. CROSS-SECTIONAL VIEW OF SWEDISH MEASUREMENT SITE 2 42
FIGURE 27. PHOTOGRAPH OF SWEDISH MEASUREMENT SITE 3A ........ -. 43
FIGURE 28A. PLAN VIEW OF SWEDISH MEASUREMENT SITE 3A ...........-...-- 44
FIGURE 28B. CROSS-SECTIONAL VIEW OF SWEDISH MEASUREMENT SITE 3A ...... 45
FIGURE 29. PHOTOGRAPH OF SWEDISH MEASUREMENT SITE 3B .........- 46
FIGURE 30A. PLAN VIEW OF SWEDISH MEASUREMENT SITE 3B ..........- 47
FIGURE 30B. CROSS-SECTIONAL VIEW OF SWEDISH MEASUREMENT SITE 3B 48
FIGURE 31. PHOTOGRAPH OF SWEDISH MEASUREMENT SITE 4 .............---- 49



Vibration Velocity Level (VdB)

70
65
60
55
50
45
40
35
30
25

205

15
10

FRA High Speed Rail Vibration Spectra

Site 3, SB Pendolino, Averages

on
|

ANH |

i

|_| | |

4

1 1

|
|
8 16 31.5

t t t
63 125

1/3 Octave Band Center Frequency (Hz)

| —®- Channel 1,

21.2m —#- Channel 2, 28.7m -TM- Channel 3, 53.7m —<- Channel 4, 78.7m



FRANCE - SITE K (Low Speed)
Near track TGV - Average spectra

100 5 TY > ee a
95 t,t : | | | Ll _| | [Average speed = 126 mph

90 — 4 |||

4 |_|
as 1} +A
80 A

75 H
70
65 H =
60 +} 4
55 ++ |.
50 ||} |
45 . 44

\
40 | || | - ti Ls

31.5 63 125 250 500 1000 2000 4000 8000 1600
1/3 Octave Band Center Frequency, Hz

Sound Pressure Level, dB re: 20 uPa

—=— 82 ft, 13 ft mic —-=— 82 ft, 5 ft mic -e- 164 ft, 5 ft mic |

Prevmonosconnorcctraravasrcc wes 09/07/95


European High-Speed Rail Noise and Vibration Measurements

Page 66
HMMH Report No. 293630-2

April 1996

Accelerometers at distances
up to 250 feet from Impact
Dropped Weight p P

(Force and acceleration signals recorded
for subsequent laboratory analysis)

Load Cell

Vibration pul
ground created by
dropped weight

FIGURE 35. GROUND-BORNE VIBRATION PROPAGATION TEST PROCEDURE


European High-Speed Rail Noise and Vibration Measurements
HMMH Report No. 293630-2

Page 52
April 1996

FIGURE 33. PHOTOGRAPH OF SWEDISH MEASUREMENT SITE 5



FRANCE - SITE G (Cut)
Far track TGV - Average spectra

i ips! TLL |] Average speed = 180 mph
|

80 |

75 ain

70 SAE | ft en
co astautetsniis a

Sound Pressure Level, dB re: 20 uPa

55H : {|_|} = —

50 1 SEAL ed AN | NS

astt tit tt a | a
ato IN

40 | r Ne

35 HA + a |_| 4 7

30 |_| It |

TS ee ee ee ee T T T T T T
31.5 63 125 250 500 1000 2000 4000 8000 16000
1/3 Octave Band Center Frequency, Hz

[-- 159 ft, 13 ft mic e- 159 ft, 5 ft mic —>— 261 ft, 5 ft mic

P\293630\NOISEDATISPECTRA\FAVGSPEC.WB1 09/07/95,


European High-Speed Rail Noise and Vibration Measurements Page 26
HMMH Report No. 293630-2 April 1996
EB ofS n
© eho
Zz eS A
'g
ia
=
gz
zz
een 8
E 8
i :
ane
o
f ele ele =
i gage os
_ 2
H §
“ ef Try ou.
i O4S
a 2.
@ H
7
&-b

FIGURE 14B. CROSS-SECTIONAL VIEW OF ITALIAN MEASUREMENT SITE 2


Kuropean High-Speed Rail Noise and Vibration Measurements
HMMH Report No. 293630-2

Page 22
April 1996

FIGURE 11, PHOLOGRAPH OF TGV HAUTE PICARDIE STATION



FRANCE - SITE H2 (No Barrier)
Far track TGV - Average spectra

|

100 | a es

Average speed = 184 mph
95 —- i geese J Be
[ ly] 1|
90 ecaN Sr an OO OO
85 [ \ 4
80 -

75
70 —

60
55
50H 4+

|

aiHSSSER

T —_ Tt ++} 1 T a T
31.5 63 125 250 500 1000 2000 4000 8000 16000
1/3 Octave Band Center Frequency, Hz

|
i
|
|
|
|
t

Sound Pressure Level, dB re: 20 pPa

[-=- 97 ft, Simic -e~ 17911, 5 ft mic |

:\293630\NOISEDATISPECTRA\FAVGSPEC.WB1

nae ee eee eee eee eee

09/07/95


European High-Speed Rail Noise and Vibration Measurements

Page 34
HMMH Report No. 293630-2

April 1996

‘wesmossi

wedjan

2 i

GP tn

: j \
rain NR
i he

SM rs
i ] St Kampagacdeg >

m wy Tas
yA

Rolls kulle
3?

i
rs ue i i Bottorp$ayuknem
. Or
Y. AT
ENG Si

FIGURE 20. LOCATION MAP FOR SWEDISH MEASUREMENT SITES 1, 2 AND 3


SWEDEN - SITE 1 (Embankment)
Far track X2000 - Average spectra

[Average speed = 106 mt | _ | TI yy] 7]
—T—1 T ff | +— —
© 85 | a ; a | | |
= | | | | {|
o 80 — rn ed rn rn I = .
& | |
g 1 “Ty | I
faa]
5 4 |
3 |
3s TI 7 an
@ 2 | |
2 TTT THE TT
on
& 55 a nee iene ene Gl ed + | ot
|
ne}
pe St i
D 45 -— +} jt jf = san = |
40 '+}+++- tt 4 |
31.5 63 125. 250 500 1000 ~ 5000 4000 “5060 46000

1/3 Octave Band Center Frequency, Hz

—=- 97 ft, 5 ftmic —2- 179 ft, 5 ft mic |

-\PROJECTS\293630\NOISEDATISPECTRA\SAVGSPEC.WB1 09/08/95


FRA High Speed Rail Vibration Spectra
Site D, SB Eurostar, Averages
74 7 _

a’ PCLLL DN Lo

65
60

55
50

45

40 4
35
30
25

Vibration Velocity Level (VdB)

20

15 —

TT T re rr T
8 16 31.5 63 125
1/3 Octave Band Center Frequency (Hz)
= Channel 1, 17.5m —&- Channel 2,25m —i Channel 3, 37.5m

= Channel 4,50m ~-@- Channel 5, 62.5m ~i- Channel 6, 75m |



European High-Speed Rail Noise and Vibration Measurements

HMMH Report No. 293630-2

Page 58
April 1996

TABLE 3. INSTRUMENTS USED FOR TRAIN NOISE MEASUREMENTS IN ITALY

N1 M1 PAL - Tl Cl

2 N2 M2 PA2 - TL Cl

N3 M3 PA3 Al TL Cl

N4 M4 PA4 A2 Tl Cl

Nl M1 PAL Al TL Cl

3 N2 M2 PA2 - TI Cl

N3 M3 PA3 A3 TL Cl

N4 M4 PA4 A4 Tl Cl

NI ML PAL - Tl cl

4 N2 M2 PA2 - Tl cl

N3. M3 PA3 Al Tl Cl

N4 M4 PA4 A2 Tl Cl

Parma Northbound M7 - A6 T2 C2
Station Platform

See Table 1 for instrument code descriptions.

See Figures 14, 16, and 18 (A&B) for measurement positions at Sites 2, 3 and 4, respectively.


ITALY - SITE 3 (Curve)
Near track Pendolino - Average spectra

90 yy rT ] — a as
| [Average speed = 89 mph
w 85 i rT. —
a |
5 80 —pe 44-4
g TH
% 75 |
a
© 70 - |
3 |
@ 65 7 J
@
5 60 4-1 +4 +
Q u \
2 55 a - N CONSE
C | | |
col | TEN Ms
¢ 50 4444 4 TT 4 \
fo} \ }
OM 45 - os {| | | 4 | Tat
40 Ue 4 __ 1

4 ee
31.5 63 125 250 500 1000 2000 4000 8000 16000
1/3 Octave Band Center Frequency, Hz

[= 82 ft, 16 ft mic -o- 82 ft, 5ftmic —-— 164 ft, 5 ft mic ->~ 246 ft, 5 ft mic |

| li 09/07/95


European High-Speed Rail Noise and Vibration Measurements Page 76
HMMH Report No. 293630-2 April 1996

Comparison of Transfer Mobility
100 feet from track centerline
50

454

8

oo
a
1

wo
fo}
ri

nN
a
fi

Line Source TM, dB
iN)
oO
1

t
31.5
1/3 Octave Band Center Frequency, Hz

—e— SiteD, France —o— Site 3B, Sweden ——— Site 4, Italy

FIGURE 39. LINE-SOURCE TRANSFER MOBILITY AT THE TEST SITES



European High-Speed Rail Noise and Vibration Measurements

Page 28
HMMH Report No. 293630-2

April 1996

4
weises]
Joints

SB NB “Building
(7.5m-high)

FIGURE 16A. PLAN VIEW OF ITALIAN MEASUREMENT SITE 3


HIGH-SPEED TRAIN NOISE DATA: SWEDEN - SITE 3A (PRIMARY SITE) - MAY 23, 1995

EVE
NO.

SRRSRSIIRS

TIME
OF DA

9:22
9:48

10:43
11:32
13:31
14:04
16:32
16:55
17:30
18:31

MEASURED A-WEIGHTED SOUND LEVEL (484)

Length Speed Ch1(25mEB/29.5mWB/1.5mH Ch2(25mEB/29.SmWEVS.0mH Ch3{SOmEEYS4.SmWBV1.5mH | Ch4(7SmEB/79 SmWB/1.SmH,
SEL Lrax(s)

TRAIN DESCRIPTION
Type Dir.
(m) (kph) Lmax(s) Lmax() SEL
x2000 WB 1400 183 «= «91.3 920-967
x2000 WB 1400 185 (91.3. 25 6S
x2000 WB 1400 185 928 936 977
x2000 EB 1400 159° 89.1 895 943
x2000 EB 1400 «1824.4 95.0 99.1
x2000 WB 1400 185 92.0 931 972
x20 «EB 1400185 94.9 960 99.4
x2000 WB 1400 185 92.0 27 97.0
x2000 «EB 1400 182 930 939 976
x2000 «EB 1400 «1800 930 93.3 98.0
x2000 EB wo#79 182 938 946 985
WB 18 = 91.9 $2.8 97.0

Lmax(s)
93.3
93.3
95.0
915
94.5
94.2
952
94.0
93.0
93.2

94.0
94.0

Lmax(f)
94.6
94.5
96.0
92.0
95.0
95.5
96.5
95.0
94.0
93.9

94.9
95.1

SEL
98.5
98.7

100.1
97.0
992
99.3
998
99.1
97.8
98.2

98.8
99.1

Lmax(s)
88.4
88.6
89.4
86.5
90.9
Bas
918
89.7
90.0
90.3

90.8
88.9

Lax)
89.8
90.0
90.6
87.8
92.0
89.9
93.3
907
90.8
914

91.8
902

93.9
94.1
94.6
92.0
96.1
94.2
967
95.2
95.1
95.6

95.9
94.4

)
84.9
83.2
80.2
80.5
827
83.9
87.0
85.8
87.8

85.4
838

Unexdt)
e57
B43
81.0
B12
834
eS
87.6
868
885

862
46

SEL
90.7
82.9
85.8
86.7
ea2
90.1
926
91.3
93.4

91.0
89.7


European High-Speed Rail Noise and Vibration Measurements

Page 9
HMMH Report No. 293630-2

April 1996

co
revepeah ete

AY ; ff
1/25 000 |

FIGURE 2. LOCATION MAP OF FRENCH MEASUREMENT SITES D, G AND H


Page 77
April 1996

European High-Speed Rail Noise and Vibration Measurements

HMMH Report No. 293630-2

Force Densities, 150 mph
Eurpoean Measurements, 5/95

1/3 Octave Band Center Frequency, Hz

TGV

—o— Pendolino

—a— X2000

FIGURE 40. NORMALIZED TRAINSET FORCE DENSITY FUNCTIONS



HIGH-SPEED TRAIN NOISE DATA: FRANCE - SITE G (CUT SITE) - MAY 9, 1995

EVE
NO.

8
10
VW
12
13
15
17
18
20
21
22
23
24
25
26
27
28
29
30
31

TIME
OF D

16:34
16:41

16:44
16:50
16:56
17:01

17:24
17:28
17:38
17:43
17:51

18:03
18:07
18:13
18:16
18:31

18:38
18:41

18:42
19:05

TRAIN DESCRIPTION

Type

Eurostar
TGV
TGV-2
TGV-2
TGV
TGV
TGV
Eurostar
TGV
TGV
TGV
TGV
TGV
TGV
TGV-2
TGV
Eurostar
TGV
TGV
TGV

Dir.

SB
NB
SB
SB
SB
SB
NB
NB
NB
SB
NB
NB
SB
SB
NB
SB
NB
NB
SB
NB

MEASURED A-WEIGHTED SOUND LEVEL (dBA)
Lengt Speed Chi(44mSB/48.5mNB/1.5m Ch2(44mSB/48.5mNB/4.0m Ch3(75mSB/79.5mNB/1.5m

(m) (kph) ~Lmax(s) Lmax(f) SEL Lmax(s)
393.7 257 76.5, 784 84.2 —_
237.55 293 TW7 789 832 _
475.0 285 76.8 78.3 83.1 _
475.0 290 78.5 79.1 89.6 —_
237.5 294 778 80.0 83.4 _
237.5 154 66.5 67.0 742 _
237.5 291 778 797 84.2 90.8
393.7 264 714 79.0 85.5 87.8
237.5 293 76.5 772 819 87.0
237.5 291 79.1 79.9 84.3 86.2
237.5 288 79.5 60.2 84.8 87.3
237.5 294 81.7 83.1 86.4 90.4
237.5 291 73 79.0 83.0 87.0
237.5 288 74.6 75.0 80.3 87.7
475.0 294 79.1 80.8 89.0 89.3
237.5 267 75.9 777 817 85.8
393.7 286 78.9 79.1 86.3 88.2
237.5 270 79.9 B15 84.9 86.6
237.5 288 78.5 79.7 83.7 86.2
2375 293 B11 82.4 86.1 88.4

Lmax(f)

87.8
88.3
92.1
88.0
88.5
90.0
87.0
89.8
87.8
86.9
90.3

SEL Lm

97.8

96.2
91.4
95.7
92.1
91.7
93.3

ax(s)
64.6
60.3
60.6
65.8
61.3

61.3

61.6
63.4
63.0
62.6
61.3
66.4
65.1

Lmax(f)
68.0
615
613
68.2
62.1
62.0
61.3
61.3
67.9
62.3
662
73.0
63.0
64.5
65.8
63.2
62.1
695
66.3

SEL

72.0
67.9
69.3
73.0
68.2
70.1

68.8
708
723
70.7
71.8
74.4

68.6
72.4

70.8
71.3,
69.4
73.0
719


European High-Speed Rail Noise and Vibration Measurements Page 5
HMMH Report No. 293630-2 April 1996

high position at the 25 meter reference location. Ground vibration measurements were made at distances
of 17.5, 25, 50 and 75 meters from the near (northbound) track center line.

Site 4. Site 4 (see Figure 17), located on the southbound side of the railroad line near the town of Cella,
was selected as the primary site in Italy. At this site, two tracks are located on an embankment
approximately 1.5 meters high, with a track separation of 3.7 meters. The tracks consist of continuous
welded rail on 0.6-m spaced concrete ties and ballast. Eight Pendolino trains were monitored at this site
during two periods, between about 9:00 and 17:00 on 16 May 1995 and between about 8:00 and 10:00

on 18 May 1995. Train speeds during the measurements were in the range of 175-196 kph (109-122
mph).

Noise and ground-bome vibration measurements at Site 4 were made in a mowed, grassy field adjacent
to the railroad line. In addition to the train measurements, ground vibration propagation tests were also
performed by generating ground impacts at points along a line parallel to the tracks on the embankment.
Figures 18A and 18B provide plan and cross-sectional drawings that illustrate the measurement and impact
locations. As shown in these figures, train noise measurements were made at distances of 25, 50 and 75
meters from the near (southbound) track center line, at a height of 1.5 meters above ground with an
additional 5-meter high position at the 25 meter reference location. Similarly, ground vibration
measurements were made at distances of 10, 25, 37.5, 50, 62.5 and 75 meters from the near track center
line. Vibration propagation tests were made by generating impacts on the ground at points spaced 6

meters apart along a line 60 meters long, centered at the measurement line, at a distance of 3 meters from
the near track center line.

Parma Station. This site (see Figure 19) was on the center northbound platform at Parma Station. While
most trains stop at the station, some through trains, including most Pendolinos, pass by the station
platforms at high speed. Train noise measurements were performed on the center northbound station
platform between about 20:00 and 21:00 on 18 May 1995 to determine patron noise exposure. Eleven

trains, including four Pendolinos, were monitored at distances of about 4 meters from the northbound track
and 8 meters from the southbound track.

13 Swedish Measurement Sites

Measurements were carried out on 22-24 May 1995 at six sites along the Stockholm-Goteborg main line
of the Swedish State Railway between the cities of Alingsas and Herrljunga. The general locations of
these sites, designated as sites 1, 2, 3A, 3B, 4 and 5, are indicated in Figures 20, 21 and 22.

Train operations along the Stockholm-Goteborg main line include a variety of passenger and freight trains.
Of primary interest were the X2000 high-speed tilt trains, which operate at a maximum speed of about
200 kph (125 mph). The standard X2000 consist is 140 meters long and includes one power car with

raised pantograph, located at the west end of the train, one cab unit, located at the east end of the train,
and four coaches.

The Swedish noise and vibration test sites and measurement locations are described below.
Site 1. Site 1 (see Figure 23) was located on the eastbound (north) side of the railroad line in Savelund

near Alingsas. At this site, two tracks are located on a tall embankment approximately 4-5 meters above
grade, with a track separation of 4.5 meters. The tracks consist of continuous welded rail weighing 50


Sound Pressure Level, dB re: 20 pPa

90

ITALY - SITE 2 (At-Grade)

Far track Pendolino - Average spectra

85

a a a
Average speed =

19 mph
—

80 H |
nA

po

70

65

60 F}—

55

50

45

40

31.5

jy

ee ee —t Tt T
125° 250 500 1000 2000 4000 8000 16000

1/3 Octave Band Center Frequency, Hz

— 94 ft, 13 ft mic -=- 97 ft, 5ftmic —»— 176 ft, 5 ft mic -o— 258 ft, 5 ft mic

Fpereeccreeessomorsenansrectnaiavaseec wer

09/07/95


European High-Speed Rail Noise and Vibration Measurements
HMMH Report No. 293630-2

Page A-1
April 1996

APPENDIX A: A-WEIGHTED TRAIN NOISE MEASUREMENT DATA


FRANCE - SITE K (Low Speed)
Far track TGV - Average spectra

100 an [9 Sr
95 | Ty [Average speed = 121 mph
_ i De De 1

90 4 i es a OD

Sound Pressure Level, dB re: 20 pPa

45 {+ |-44- —t LK
40 4 - |

315. 63 125 250 500 1000 2000 4000 8000 16000
1/3 Octave Band Center Frequency, Hz

—=— 97 ft, 13 ft mic = 97 ft, 5ftmic = 179 ft, 5 ftmic

A

Phere nsrcotmaravasrecwes 09/07/95


HIGH-SPEED TRAIN NOISE DATA: SWEDEN - SITE 1 (EMBANKMENT SITE) - MAY 22, 1995

EVE TIME TRAIN DESCRIPTION MEASURED A-WEIGHTED SOUND LEVEL (dBA)
NO. OFDA Type Dir. Length Speed LCh(25mEB/29.5mWB/1.5mH Ch2(50mEB/54.5mWB/1.5mH
(m) (kph) Lmax(s) Lmax(f). ~SEL Lmax(s) Lmax(f) SEL

1 9:20 X2000 WB 140.0 164 79.6 815 84.2 83.4 86.0 88.2
3 9:42 X2000 WB 140.0 153 75.7 77.5 81.1 79.8 80.9 85.0
6 10:38 X2000 WB 140.0 17 81.5 845 85.2 84.3 86.3 88.9
9 11:31 X2000 EB 140.0 171 91.9 95.0 96.9 89.7 91.4 95.0
11 13:29 2000 EB 140.0 169 91.7 94.8 96.0 88.1 90.1 93.0
13 13:53  X2000 WB 140.0 167 82.5 85.2 86.8 86.5 88.1 90.9
15 16:28 X2000 EB 140.0 177 85.3 894 89.9 82.4 85.0 87.8
17 16:47 X2000 WB 140.0 175 79.9 82.7 843 81.3 83.2 86.5
18 17:29 X2000 EB 140.0 177 89.9 94.5 94.7 86.7 89.1 92.1
19 18:29 X2000 EB 140.0 169 85.1 87.3 89.0 82.8 83.7 88.2
21 18:48 X2000 WB 140.0 171 82.7 84.2 87.2 86.1 88.1 90.2
AVG X2000 EB 140.0 173 88.8 92.2 93.3 85.9 87.9 91.2

WB 140.0 168 80.3 826 848 83.6 85.4 883


European High-Speed Rail Noise and Vibration Measurements Page 60
HMMH Report No. 293630-2 April 1996

2.2 Ground Vibration Measurements

All ground vibration measurements were made using high-sensitivity accelerometers as vibration
transducers, each with their own power supply. All accelerometers were oriented to measure vibration
in the vertical direction. For measurements on soil, the accelerometers were mounted on top of ground-
driven stakes using putty to secure them to the top plates of the stakes. For measurements on asphalt, the
accelerometers were mounted directly to the asphalt surface using putty.

The accelerometer signals were amplified using low-noise amplifiers, and recorded on an 8-channel digital
audio tage (DAT) recorder for subsequent laboratory analysis. The amplifiers were set for optimum
signal-to-noise ratio, and the amplifier and tape recorder gain settings were recorded on field data sheets
and voice annotated on the tapes. A 1-Volt peak reference signal at a fixed frequency of 1000 Hz,

generated by the tape recorder, was recorded on each tape for calibration of the system, based on the
specific sensitivities of the accelerometers.

Train speeds were measured using a radar speed detector, and each train event was also documented on
videotape to provide a record of specific train consist details. Additional documentation was provided on
field data sheets and by voice annotations on the audio and video recordings.

A list of the field instrumentation, including manufacturers, models and serial numbers, is provided in
Table 5. Tables 6, 7 and 8 indicate the specific instrumentation used in France, Italy and Sweden,
respectively, at each measurement site and position, referenced to the equipment codes in Table 5.


European High-Speed Rail Noise and Vibration Measurements

HMMH Report No. 293630-2

Page 56
April 1996

TABLE 1. FIELD INSTRUMENTS USED FOR TRAIN NOISE MEASUREMENTS

EQUIPMENT -
io TYPE © |
M1 Bruel & Kjaer 4155 1095134
M2 Bruel & Kjaer 4155 1786100
M3 Bruel & Kjaer 4155 1817577 |
Microphone M4 Bruel & Kjaer 4155 1683358 |
M5 Bruel & Kjaer 4155 1329799
M6 Bruel & Kjaer 4155 1769646 |
M7 Bruel & Kjaer 4155 1675641
PAL GenRad 1972-9600 DAIS
PA2 GenRad 1972-9600 DA2 |
PA3 GenRad 1972-9600 DA3
Pre-Amplifier
PA4 GenRad 1972-9600 DA4 |
PAS GenRad 1972-9600 DAS
PAG GenRad 1972-9600 DA6
Al EPAC 60/10 LN OA
A2 EPAC 60/10 LN 68
A3 EPAC 60/10 LN 69
Amplifier
A4 EPAC 60/10 LN 114
AS EPAC 60/10 LN 115
A6 Bruel & Kjaer 2230 1082914
Tl TEAC RD-130TE si2a6 |)
Tape Recorder
T2 SONY TCD-D7 67865
cl GenRad 1987 2894 |
Calibrat
rater C2 GenRad 1987 1096287007 _|



European High-Speed Rail Noise and Vibration Measurements Page 18
HMMH Report No. 293630-2 April 1996

20

AE
Me
3
=
or rr
§
a °
gl §
a] 8
y

FIGURE 8B. CROSS-SECTIONAL VIEW OF FRENCH MEASUREMENT SITE H


> mem Bw EE =

European High-Speed Rail Noise and Vibration Measurements
HMMH Report No. 293630-2

Page 47
April 1996

Scale in Meters
—
+ + XX pé6 0 10 20

+ T x ps

9.3m

FIGURE 30A. PLAN VIEW OF SWEDISH MEASUREMENT SITE 3B


ne Sf Ee ee es Ewe eee ee lee ee ele

European High-Speed Rail Noise and Vibration Measurements

HMMH Report No. 293630-2

Page 51
April 1996

sl

N3

5

25m
50m

Scale in Meters

20

10

75m

mal

FIGURE 32B. CROSS-SECTIONAL VIEW OF SWEDISH MEASUREMENT SITE 4


European High-Speed Rail Noise and Vibration Measurements Page 80
HMMH Report No. 293630-2 April 1996

X2000 Ground-borne Vibration
Projected from X2000 Force Density
and Transfer Mobilities at Test Sites

oO
oa

foe] foe] oO
oO oa Oo

~“
a

RMS Vib. Vel. Level, VdB re 1 pin/sec
~
Oo

65
60
55

: +,
ee jects
45 jo jt

20 30 40 50 70 100 150 200 300 400 500

Distance from Track Centerline, ft

FIGURE 43. PROJECTED VIBRATION VELOCITY USING X2000 FORCE DENSITY


FRA High Speed Rail Vibration Spectra
Site 2, NB Pendolino, Averages

80 ee ——
mi a AL_| | |

ae ani

i. |i

BREA

65 }+}—

60 -4
i

55

50

45

40

Vibration Velocity Level (VdB)

35

30

25 b>

20 ‘—-

t+ t
4 8 16 31.5 63 125 250
1/3 Octave Band Center Frequency (Hz)

_ Channel 1, 12.5m —&- Channel 2, 25m = -l Channel 3,50m = -3<- Channel 4, 75m |



FRA High Speed Rail Vibration Spectra
Site D, NB TGV, Averages

75 T Tl] TI TH
70 —| | | 4 — —|-
|
65 -+—_} | —} — 11 eR L_| a
& 60 CRI ZAL LT :
a
= sft | | || ARN |
8 |
3 50 + = 7 + —°
2 \
8 3 \ TT
$s = !
5 |
S | | D “|
2 |
> | | |
7 . it —|
i | | aw
Ne =]
| || NSS
31.5 63 125 250

1/3 Octave Band Center Frequency (Hz)

-@- Channel 1,22m -&- Channel 2, 29.5m -TM- Channel 3, 42m
= Channel 4, 54.5m -G- Channel 5,67m — Channel 6, 79.5m



European High-Speed Rail Noise and Vibration Measurements
HMMH Report No. 293630-2

Page 13
April 1996

FIGURE 5. PHOTOGRAPH OF FRENCH MEASUREMENT SITE G



Vibration Velocity Level (VdB)

75
70
65
60
55
50

45
3
40

35
30
25
20
15

FRA High Speed Rail Vibration Spectra
Site D, NB Eurostar, Averages

Cee
eS | |
aN oh
re | if
| To

yas N |
7 YS AN : |
ASS ACCS
CEN ae NAA

|
t

8 16 31.5 63 1

1/3 Octave Band Center Frequency (Hz)

-@- Channel 1,22m -# Channel 2, 29.5m -m@- Channel 3, 42m
—<- Channel 4, 54.5m -G- Channel 5,67m = ~—i- Channel 6, 79.5m



European High-Speed Rail Noise and Vibration Measurements

Page 55
HMMH Report No. 293630-2

April 1996

2. MEASUREMENT PROCEDURES AND EQUIPMENT

21 Noise Measurements

All noise measurements were made using one-half inch pre-polarized condenser microphones with pre-
amplifiers and/or amplifiers, protected by a windscreen. All microphones were supported by a tripod with

a mast extending to the required height, except for the in-station measurements where hand-held sound
level meters were used.

The amplified noise signals from the measurement microphones were recorded on magnetic tape, using
multi-channel digital audio tape (DAT) recorders for subsequent laboratory analysis. Calibrations,

traceable to the U.S. National Institute of Standards and Technology (NIST), were carried out before and
after each set of measurements using an acoustical calibrator.

Train speeds were measured using a radar speed detector, and each train event was also documented on
videotape to provide a record of specific train consist details. Additional documentation was provided on
field data sheets and by voice annotations on the audio and video recordings.

A list of the field instrumentation, including manufacturers, models and serial numbers, is provided in
Table 1. Tables 2, 3 and 4 indicate the specific instrumentation used in France, Italy and Sweden,
respectively, at each measurement site and position, referenced to the equipment codes in Table 1.


European High-Speed Rail Noise and Vibration Measurements Page 2
HMMH Report No. 293630-2 April 1996

. Sites where trains operate on a high embankment or elevated structure.

Sites where trains operate in a low cut or behind barriers where the noise sources on the train are
shielded from view.

. For tilt-trains (i.e. the X2000 and Pendolino), sites on curves where the tilt mechanisms are fully
employed.

The candidate sites were visited by HMMH and liaison consultant representatives during the period from
24 April through 3 May 1995. Based on these visits, the final measurement sites were selected by
HMMH. The sites and specific measurement locations in each country are described below. It should
be noted that because the sites were selected from a pool of candidate sites, the site designations in each
country are not necessarily in consecutive alphabetical or numerical order.

11 French Measurement Sites

Measurements were carried out on 9-11 May 1995 at four sites along the French National Railway’s TGV
Nord line to the north of Paris. The general locations of these sites, designated as sites D, G, H and K,
are indicated in Figures 1 and 2. Additional measurements along this line were performed on 12 May
1995 at the TGV Haute Picardie Station. The maximum train speed along this line is 300 kph (186 mph).

Train operations along the TGV Nord line include both single and double TGV consists, as well as
Eurostar trains. The standard TGV consist includes 2 power cars, 2 transition cars and eight coaches with
a total length of 237.5 meters; the double consists are 475 meters long. In all cases, the pantograph was
observed to be raised on the trailing power car of each standard TGV consist. The Eurostar train consist
includes 2 power cars and 18 coaches, with a total length of 393.7 meters. For the Eurostar trains, the
pantograph was observed to be raised on both the leading and trailing power cars.

The French noise and vibration test sites and measurement locations are described below.

Site D. Site D (see Figure 3), located on the southbound (east) side of the TGV Nord line to the east of
the village of Baron, was selected as the primary site in France. At this site, two tracks are located on
an embankment approximately 3 meters high, with a track separation of 4.5 meters. The tracks consist
of continuous welded rail on 0.5-m spaced concrete ties and ballast. Twenty-five trains were monitored
at this site between 12:00 and 18:45 on 10 May 1995, with speeds of 269-296 kph (167-184 mph).

Noise and ground-bome vibration measurements were made along a dirt road running perpendicular to
the rail line through a level, cultivated field. In addition to the train measurements, ground vibration
propagation tests were also performed by generating ground impacts at points along a line parallel to the
tracks near the right-of-way fence. Figures 4A and 4B provide plan and cross-sectional drawings that
illustrate the measurement and impact locations. As shown in these figures, train noise measurements
were made at distances of 25, 50 and 75 meters from the near (southbound) track center line, at a height
of 1.5 meters above ground with an additional 4-meter high position at the 25 meter reference location.
Similarly, ground vibration measurements were made at distances of 17.5, 25, 37.5, 50, 62.5 and 75 meters
from the near track center line. Vibration propagation tests were made by generating impacts on the
ground at points spaced 6 meters apart along a line 60 meters long, centered at the measurement line, at
a distance of 17 meters from the near track center line.


European High-Speed Rail Noise and Vibration Measurements

Page 72
HMMH Report No. 293630-2

April 1996

Due to the significant effects of ground composition on wayside train vibration levels, it is difficult to
interpret the results in Figure 38, given the site variables involved. To be able to compare the results for

the different sites, it is necessary to examine the results of the vibration propagation tests. These results
are described below in Section S.

4.3 Ground-Borne Train Vibration Spectral Analysis

Ground-bome vibration spectra for selected train events are included in Appendix D.


European High-Speed Rail Noise and Vibration Measurements Page 27
HMMU Report No. 293630-2 April 1996

FIGURE 15. PHOTOGRAPH OF ITALIAN MEASUREMENT SITE 3


Sound Exposure Level (SEL), dBA

European High-Speed Rail Noise and Vibration Measurements Page 70
HMMH Report No. 293630-2 April 1996

Comparison with NEC Noise Models
SEL normalized to 100 ft distance

110

Reference trainlength = (approx.) 740 ft |
105 } ==s

100

ee

©
a

(te)
=)

foe)
a

—

foe)
3

75

f
70 | ! 1 L n L !
30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190

Train Speed, mph

| — x2000 (NEC) — — ICE (NEC) —e~ RTL-2 Turbotrain
a TGV (France) v_ Eurostar (France) x  Pendolino (Italy)
| © X2000 (Sweden)

FIGURE 37. HIGH-SPEED TRAIN SOUND EXPOSURE LEVEL VS. SPEED


FRA High Speed Rail Vibration Spectra

Site 4, SB Pendolino, Averages
80 — =

75 }-+—+—_} —_|—++4 -- 4.4 a
70
65
60 —

50
45 f5

Oey PRN ARKH

Vibration Velocity Level (VdB)

te a |

30 Hai A ——+—1- .

25 —R t | — i 1

20 — — ” |
| | = { |

15 | e

10 11> t +

4 8 16 31.5 63 125 250

1/3 Octave Band Center Frequency (Hz)

-@- Channel 2,10m -#- Channel 3,25m -i Channel 4, 37.5m
= Channel5,50m -@- Channel 6, 62.5m a Channel 7, 75m



European High-Speed Rail Noise and Vibration Measurements

HMMH Report No. 293630-2

Page 63
April 1996

TABLE 7. INSTRUMENTS USED FOR VIBRATION MEASUREMENTS IN ITALY

v4 ACS PS5 A4 73
vi | saca PS2 T3
3 v2 | acs PS3 T3
v3 AC4 PS4 A2 T3
v4 ACS PSS AS 13
v1 ACI PS1 T3
v2 AC2 PS2 T3
v3 AC3 PS3 73
‘ v4 AC4 PS4 A3 T3
V5 ACS PSS A4 BR |
V6 AC6 PS6 AS 73 |

See Table 5 for instrument code descriptions.

See Figures 14, 16, and 18 (A&B) for measurement positions at Sites 2, 3 and 4, respectively.


European High-Speed Rail Noise and Vibration Measurements Page 20
HMMH Report No. 293630-2 April 1996

Scale in Meters

—
i?) 10 20

+
4.5m]
4+ 4
+
NB
T cA)

v2

50m

FIGURE 10A. PLAN VIEW OF FRENCH MEASUREMENT SITE K


European High-Speed Rail Noise and Vibration Measurements
HMMHi Report No. 293630-2

Page 37
April 1996

FIGURE 23. PHOTOGRAPH OF SWEDISH MEASUREMENT SITE 1



European High-Speed Rail Noise and Vibration Measurements Page 57
HMMH Report No. 293630-2 April 1996

TABLE 2. INSTRUMENTS USED FOR TRAIN NOISE MEASUREMENTS IN FRANCE

Code for Instrument Used
Nl M1 PAI - Tl Cl
D N2 M2 PA2 -- Tl Cl
N3 M3 PA3 Al Tl Cl
| N4 M4 PA4 A2 TL cl
Nl MI PAL Al Tl cl
c N2 M2 PA2 A2 TI Cl
N3 M3 PA3 A3 Tl Cl
Nl MI PAIL Al Tl cl
N2 M2 PA2 A2 Tl cl |
N3 M3 PA3 A3 TI Cl
" N4 M4 PA4 A4 TL cl
NS MS PAS - 12 cl
N6 | M6 PA6 - T2 Cl
Nl M1 PAL Al Tl Cl
K N2 M2 PA2 A2 Tl cl
N3 | M3 PA3 A3 Tl ~ Cl
[ TGV H.P. | Northbound M7 - A6 T2 C2
| Station Platform

See Table | for instrument code descriptions.

. See Figures 4, 6, 8, and 10 (A&B) for measurement positions at Sites D, G, H and K,
respectively.


European High-Speed Rail Noise and Vibration Measurements
HMMH Report No. 293630-2

Page 23
April 1996

FIGURE 12. ITALIAN MEASUREMENT SITE VICINITY MAP



FRA High Speed Rail Vibration Spectra
Site 3, NB Pendolino, Averages
I] i

75 ~ —4j—4— |

80

Vibration Velocity Level (VdB)

aI

25 [+ ——_——

=, |
204 -4-—- | a
4 8 16 31.5 63 125 250
1/3 Octave Band Center Frequency (Hz)

: a

-@- Channel 1, 17.5m —4&- Channel 2,25m ~i Channel3,50m -3< Channel 4, 75m



HIGH-SPEED TRAIN NOISE DATA: ITALY - SITE 4 (PRIMARY SITE) - MAY 16 & 18, 1995,

EVE TIM

NO. OF DA

MAY 16, 1995

91 858
95 9:59
99 14:02
105 16:59

MAY 18, 1995

24 7:57
27 859
31 918
36 10:00

AVG

Lmax(f)

638
82.4
84.0
818

e28
84.9
81.0
79.0

83.3

SEL

90.0

89.1
87.8

89.5
86.2
83.5

887

TRAIN DESCRIPTION MEASURED A-WEIGHTED SOUND LEVEL (dBA)
Type Dir. Length Speed Ch1(25mS8/28.7mNB/1.SmH) Ch2(25mSB/28.7mNBIS.OmH) Ch3{SOmSB/S3.7MNBV1.SmH) Ch4{7S5mSB78,7mNB'1.SmH)
(m) (kph) Lmax(s) Lmax() SEL Lmax(s) Lmax(f) SEL Lmax(s)_ Lmax(f)
Pendolino S8 2366 175 877 880 944 87.4 880 94.0 86.3 872
Pendolino NB 2366 190 88.4 a3 — 91.3 930 — 87.2 88.4
Pendolino S8 2366 195 88.2 689 97.3 87.8 689 94.4 86.3 87.3
Pendolino NB 2366 193 85.9 870 92.4 87.3 874 93.6 84.3 86.0
Pendolino SB 2366 182 89.9 8 952 89.3 98 4B 87.4 89.0
Pendotino S8 2366 196 92.3 93.0 986 916 923 979 89.1 90.0
Pendojino S8 2366 185 08.4 892 94.3 88.1 895 94.2 85.3 868
Pendolino NB 2366 192 89.5 907 95.2 92.1 930 97.6 85.3 66.5
Pendolino SB 2366 167 89.3 90.0 96.0 88.8 699 95.1 86.9 68.1
NB 236.6 192 87.9 890 93.8 90.2 91.1 956 85.6 87.0

SE Lmax(s)
Sat 831

— 816
92.7 83.0
90.7 B11
$29 —
954 832
e142 798
g11 76
gai 23
90.9 81

81.1

857


European High-Speed Rail Noise and Vibration Measurements
HMMH Report No. 293630-2

Page 44
April 1996

WB EB Scale in Meters
7,7 0 10
‘5m
N1,N) N3

+ + ~ ——-@---—-~ we occeeene —-@-- a

25m

+> _ are

TT 50m

75m

20

FIGURE 28A. PLAN VIEW OF SWEDISH MEASUREMENT SITE 3A


HIGH-SPEED TRAIN NOISE DATA: FRANCE - SITE H (EMBANKMENT SITE) - MAY 11, 1995

EVE

NO. OF DA

ODNONAW

10
12
13
14

AVG

AVG

TIME

11:25
11:27
11:40
11:42
12:02
12:11
12:18
12:32
12:55
13:09
13:13
13:19

TRAIN DESCRIPTION
Type Dir.
(m)
TGV NB 237.5
Eurostar SB 393.7
TGV SB 237.5
TGV SB 237.5
Eurostar SB 393.7
TGV NB 237.5
TGV NB 237.5
Eurostar NB 393.7
TGV-2 NB 475.0
TGV SB 237.5
TGV SB 237.5
TGV NB 237.5
TGV NB 237.5
SB 237.5
Eurostar SB 393.7

(kph)
290
267
294
298
283
294
293
296
294
298
293
294

293
296

275

MEASURED A-WEIGHTED SOUND LEVEL - UNSHIELDED (
Length Speed LCh(25mNB/29.5mSB/1.5mH RCh(SO0mNB/54.5mSB/1.5mH

Lmax(s)
91.8
86.2
87.2
87.2
86.7
94.0
91.0
92.5
94.9
87.8
86.3
90.9

91.9
87.1

86.5

Lmax(f)
93.5
88.9
89.2
89.0
89.1
96.0
92.2
96.0
96.7
90.0
877
93.0

93.7
89.0

89.0

SEL
96.5
97.9
92.2
92.1
93.3
98.7
95.5
99.1
80.6
92.9
91.1
95.9

96.7
92.1

95.6

Lmax(s)
87.9
82.7
84.7
85.3
84.0
90.7
87.0
88.6
92.3
86.8
84.5
88.0

88.4
85.3

83.4

Lmax(f)
88.4
85.0
85.9
86.1
85.5
92.9
88.0
90.8
93.4
88.0
85.3
88.7

89.5
86.3

85.3

SEL
96.3
90.3
90.1
90.3
91.5
95.8
92.0
96.1
98.1
92.0
89.7
93.5 -

94.4
90.5

90.9


European High-Speed Rail Noise and Vibration Measurements

HMMH Report No. 293630-2

Page 62
April 1996

TABLE 6. INSTRUMENTS USED FOR VIBRATION MEASUREMENTS IN FRANCE

Vi ACI PS1 T3
v2 AC2 PS2 T3
D V3 AC3 PS3 T3
v4 AC4 PS4 A4 T3
v5 ACS PSS AS T3
V6 AC6 PS6 A3 T3
Vi AC2 PS2 A4 T3
K v2 AC3 PS3 AS T3

See Table 5 for instrument code descriptions.

See Figures 4 and 10 (A&B) for measurement positions at Sites D and K, respectively.


HIGH-SPEED TRAIN NOISE DATA: FRANCE - SITE K (LOW-SPEED SITE) - MAY 11, 1995

EVE
NO.

48-1
50-2
51-3
52-4
53-5
53-7
54-8
55-9
55-1
56-1
56-1
57-1
57-1
58-1
58-1

AVG

AVG

TIME
OF D

16:30
16:35
16:40
16:49
16:52
17:25
17:33
17:36
17:45,
17:50
18:02
18:12
18:30
18:33
19:00

TRAIN DESCRIPTION

Type

TGV
TGV
Eurostar
TGV
TGV-2
Eurostar
Eurostar
TGV
TGV
TGV
TGV
TGV
Eurostar
TGV
TGV

TGV

Eurostar

Dir.

SB
NB
SB
SB
SB
NB
SB
NB
NB
SB
NB
SB
NB
NB
NB

NB
SB

NB
SB

(m)
237.5
237.5
393.7
237.5
475.0
393.7
393.7
237.5
237.5
237.5
237.5
237.5
393.7
237.5
237.5

237.5
237.5

393.7
393.7

MEASURED A-WEIGHTED SOUND LEVEL (dBA)
Lengt Speed Chi(25mNB/29.5mSB/1.5m Ch2(25mNB/29.5mMSB/4.0m Ch3(S0mNB/S4.5mSB/1.5m

(kph) Lmax(s) Lmax(f) SEL Lmax(s)
193 81.0 82.4 87.2 83.6
198 88.2 89.5 93.5 88.2
206 85.0 87.2 91.5 86.4
201 80.3 81.0 86.0 83.3
185 83.0 849 89.3 85.7
145 87.0 89.0 93.9 86.6
169 88.3 90.1 93.9 90.8
193 88.3 89.2 967 87.8
198 88.3 89.9 93.9 88.6
201 82.5 83.1 88.7 85.4
196 88.6 90.9 94.6 88.8
182 81.7 83.2 87.5 83.8
169 87.2 89.0 94.1 87.3
216 87.1 89.0 92.7 87.4
166 85.0 878 91.4 85.6
195 87.6 89.4 . 938 87.7
194 81.4 82.4 87.4 84.0
157 87.1 89.0 94.0 87.0
188 86.7 88.7 92.7 88.6

Lmax(f)
85.0
897
88.6
84.4
87.3
88.8
92.9
89.1
89.9
87.0
90.0
85.3
89.0
88.5
88.0

89.2
85.4

88.9
90.8

SEL Lmax(s)
89.7 78.5
93.9 85.0
93.2 82.0
88.9 78.2
92.1 80.7
94.1 83.5
96.5, 86.9
93.7 84.5
942 85.4
91.5 81.1
94.5 86.1
89.9 78.9
94.7 84.2
93.1 84.4
92.0 81.4
93.6 84.5
90.0 79.2
94.4 83.9
94.9 84.5

Lmax(f)
80.0
86.0
83.9
78.6
82.2
85.5
88.5
86.3
86.1
82.6
88.0
80.1
86.0
85.6
83.3

85.9
80.3

85.8
86.2

SEL
85.0
90.8
89.1
84.3
87.6
91.3
92.5
90.5
91.3
87.4
91.8
85.7
91.9
90.2
88.4

90.5.
85.6

91.6
90.8


SWEDEN - SITE 4 (Cut)
Far track X2000 - Average spectra

QO —— +
[Average speed = 109 mph || TI | | | [|
o 85} 4 oe —
fal | | |
=a
2 80 —{-}- |_|
75 A ——
g i = |
i 70 ni ee
3 6 is |
a 5 | of a
$ 60 ro
g | Sanne
5 th
2 50 toast} tt 1
8 ae itt it
45 tt 4 {ji} jf. + TH | \ 4
| \
40 4 i++ +t +4 ||
31.5. 63 125 250 500 1000 2000 4000 8000 16000

1/3 Octave Band Center Frequency, Hz

—=— 97 ft, 16 ft mic = 97 ft, 5 ftmic —»— 179 ft, 5 ft mic —e— 261 ft, 5 ft mic

:\PROJECTS\293630\NOISEDATISPECTRA\SAVGSPEC.WB1 O9/ce, 35,


European High-Speed Rail Noise and Vibration Measurements

Page C-1
HMMH Report No. 293630-2

April 1996

APPENDIX C: GROUND-BORNE VIBRATION LEVELS FOR TRAIN EVENTS


European High-Speed Rail Noise and Vibration Measurements
HMMH Report No. 293630-2

Page 31
April 1996

Scale in Meters

0 10

20

FIGURE 18A. PLAN VIEW OF ITALIAN MEASUREMENT SITE 4


European High-Speed Rail Noise and Vibration Measurements Page 7
HMMH Report No. 293630-2 April 1996

made by generating impacts on the ground at points spaced 6 meters apart along a line 60 meters long,
centered at the measurement line, at a distance of 4 meters from the near track center line.

Site 4. Site 4 (see Figure 31) was located on the eastbound (north) side of the railroad line in the village
of Ugglegardet. At this site, the two tracks are curved and on a 2-meter high embankment, with a track
separation of 4.5 meters. The tracks consist of continuous welded rail weighing 50 kg/m, attached to 0.7-
m spaced concrete ties with “"Hambo" type rail fasteners and supported on stone ballast. Five X2000 trains

were monitored at this site between 9:20 and 13:50 on 24 May 1995, with speeds of 72-183 kph (45-114
mph).

Both noise and ground-borne vibration measurements were made at Site 4. The noise measurements were
made in a cultivated field beyond the road that runs along the tracks while the ground vibration
measurements were made in an uncultivated area between the road and the tracks. Figures 32A and 32B
provide plan and cross-sectional drawings that illustrate the measurement locations. As shown in these
figures, train noise measurements were. made at distances of 25, 50 and 75 meters from the near
(eastbound) track center line, at a height of 1.5 meters above ground with an additional 5-meter high
position at the 25 meter reference location. The ground vibration measurements were made at distances
of 7.5 and 15 meters from the near track center line.

Site 5. Site 5 (see Figure 33) was located on the eastbound (north) side of the railroad line near the
village of Holmen, to the west of Herrljunga. At this site, the two tracks are located on a low
embankment about 1.5 meters high, with a track separation of 4.5 meters. The tracks consist of
continuous welded rail weighing 50 kg/m, on 0.7-m spaced concrete ties and stone ballast. The rails are
attached to the ties using "Fist" type rail fasteners on the eastbound track and “Hambo" type rail fasteners

on the westbound track. Six X2000 trains were monitored at this site between 16:30 and 19:40 on 24 May
1995, with speeds of 114-187 kph (71-116 mph).

Both noise and ground-bome vibration measurements were made at Site 5, along a dirt road running
perpendicular to the tracks. Figures 34A and 34B provide plan and cross-sectional drawings that illustrate
the measurement locations. As shown in these figures, train noise measurements were made at distances
of 25, 50 and 75 meters from the near (eastbound) track center line, at a height of 1.5 meters above
ground with an additional 5-meter high position at the 25 meter reference location. The ground vibration
measurements were made at distances of 7.5, 15, 25 and 50 meters from the near track center line.


FRA High Speed Rail Vibration Spectra
Site K, SB TGV, Averages

n
a

fk a
a oOo

b
fo)

Oo w
oun

Vibration Velocity Level (VdB)

nN
a

20

T 1
8 16 31.5 63 125 250
1/3 Octave Band Center Frequency (Hz)

]
~@- Channel 1, 29.5m —&- Channel 2, 54.5m



Vibration Velocity Level (VdB)

FRA High Speed Rail Vibration Spectra
Site 4, NB Pendolino, Averages

[ [

{of ff

|
| i
fT TT

20 F- +4 ——- - —
| |
15 |4—
7 —s
eo Hj |} i) Tre.

4 8 16 31.5 63 125 250
1/3 Octave Band Center Frequency (Hz)

-@ Channel 2, 13.7m —&- Channel 3, 28.7m -- Channel 4, 41.2m
—S= Channel 5, 53.7m -G- Channel 6, 66.2m —a- Channel 7, 78.7m



Vibration Velocity Level (VdB)

80
75
70
65
60
55
50
45
40
35
30
25
20

FRA High Speed Rail Vibration Spectra
Site 5, WB X2000, Averages

] | ] ry To) TT 4 a

+
a

CEA EE
Be Yf\ | || _|
avi Sa © 31.5

1/3 Octave Band Center Frequency (Hz)

|

-@- Channel 1,12m ~-#- Channel 2, 19.5m —-m- Channel 3, 29.5m -—- Channel 4, 54.5m |

nee ee



European High-Speed Rail Noise and Vibration Measurements
HMMH Report No. 293630-2

Page 46

April 1996

FIGURE 29. PHOTOGRAPH OF SWEDISH MEASUREMENT SITE 3B


European High-Speed Rail Noise and Vibration Measurements Page 6
HMMH Report No. 293630-2 April 1996

kg/m, attached to 0.7-m spaced concrete ties with “Hambo" type rail fasteners and supported on stone
ballast. Eleven X2000 trains were monitored at this site between 9:20 and 18:50 on 22 May 1995, with
speeds of 153-177 kph (95-110 mph). There is a slight curve in the tracks at this location, and westbound
trains sometimes emitted brake squeal while passing this site.

Noise measurements only were made at Site 1, in an uncultivated field. Figures 24A and 24B provide
plan and cross-sectional drawings that illustrate the measurement locations. As shown in these figures,
the measurements were made at distances of 25 and 50 meters from the near (eastbound) track centerline,

at a height of 1.5 meters above the ground. At these positions, the edge of the embankment provided
some shielding of the westbound track rails.

Site 2. Site 2 (see Figure 25) was located on the eastbound (north) side of the railroad line in Savelund
near Alingsas, just east of Site 1. While the track construction is the same as at Site 1, the tracks at Site

2 are located in a cut approximately 4 meters deep. The measurements at Site 2 coincided with the
measurements at Site 1 for the same eleven trains.

Noise measurements only were made at Site 2, in an uncultivated field. Figures 26A and 26B provide
plan and cross-sectional drawings that illustrate the measurement locations. As shown in these figures,
the measurements were made at distances of 20, 40 and 65 meters from the near (eastbound) track
centerline at a height of 1.5 meters above the ground, with an additional 5 meter high position at the 40

meter measurement location. At these positions, the edge of the cut configuration provided varying
degrees of train noise shielding.

Site 3A. Site 3A (see Figure 27), located on the eastbound (north) side of the railroad line near the village
of Torp, was selected as the primary noise measurement site in Sweden. At this site, two tracks are
located on a low embankment, about 1 meter high, with a track separation of 4.5 meters. The tracks
consist of continuous welded rail weighing 50 kg/m, attached to 0.7-m spaced concrete ties with “Hambo"
type rail fasteners and supported on stone ballast. Eleven X2000 trains were monitored at this site
between 9:20 and 18:30 on 23 May 1995, with speeds of 159-188 kph (99-117 mph).

The noise measurements at Site 3A were made in a cultivated field. Figures 28A and 28B provide plan
and cross-sectional drawings that illustrate the measurement locations. As shown in these figures, the
measurements were made at distances of 25, 50 and 75 meters from the near (eastbound) track center line,

at a height of 1.5 meters above ground with an additional 5-meter high position at the 25 meter reference
location.

Site 3B. Site 3B (see Figure 29), located on the westbound (south) side of the railroad line near the
village of Torp and just east of Site 3A, was selected as the primary ground-bome vibration measurement
site in Sweden. At this site, the two tracks are located at grade, with a construction similar to Site 3A

except that the track separation was 9.3 meters at Site 3B. The measurements at Site 3B coincided with
the measurements at Site 3A for the same eleven trains.

Both train vibration measurements and ground vibration propagation tests were performed at Site 3B. For
the propagation tests, ground impacts were generated at points along a line parallel to the tracks. Figures
30A and 30B provide plan and cross-sectional drawings that illustrate the vibration measurement and
impact locations. As shown in these figures, ground vibration measurements were made at distances of
7.5, 15, 25, 37.5, 50 and 62.5 meters from the near track center line. Vibration propagation tests were


Kuropean High-Speed Rail Noise and Vibration Measurements
HMMH Report No. 293630-2

Page 40
April 1996

FIGURE 25. PHOTOGRAPH OF SWEDISH MEASUREMENT SITE 2



SWEDEN - SITE 4 (Curve)
Near track X2000 - Average spectra
90 ———

season! TTT TTT)
SIT TL?) 44} pit tt
sol LH 4 | | :

ne ayes

75H 4

TN
oT rH RRRRN SS:

Sound Pressure Level, dB re: 20 uPa

|__| _

45 ae \
40 4 | ttt— | i NN

315 63 125 250 500 1000 2000 4000 8000 16000
1/3 Octave Band Center Frequency, Hz

[-=- 82, 16 ft mic -2- 82 ft, 5 ftmic —*— 164 ft, 5 ft mic -o— 246 ft, 5 ft mic

Berrorsctseeseronnrseoansrectaasavosrec WB1 09/08/95


European High-Speed Rail Noise and Vibration Measurements
HMMH Report No. 293630-2

Page 19
April 1996

FIGURE 9. PHOTOGRAPH OF FRENCH MEASUREMENT SITE K



European High-Speed Rail Noise and Vibration Measurements
HMMH Report No. 293630-2

Page 14
April 1996

NB SB

tt Scale in Motors

0 10

FIGURE 6A. PLAN VIEW OF FRENCH MEASUREMENT SITE G



European High-Speed Rail Noise and Vibration Measurements Page 3
HMMH Report No. 293630-2 April 1996

Site G. Site G (see Figure 5) was located on the southbound (east) side of the TGV Nord line to the east
of Beaulieu le Neuf. At this site, the two tracks are located in a cut approximately 15 meters deep, with
a track separation of 4.5 meters. The tracks consist of continuous welded rail on 0.5-m spaced concrete
ties and ballast. Twenty trains were monitored at this site between 16:30 and 19:05 on 9 May 1995, with
speeds of 154-294 kph (96-183 mph).

Only noise measurements were made at Site G. These were made along tractor paths in a cultivated field,
about 150 meters north of a roadway bridge crossing over the tracks. Figures 6A and 6B provide plan
and cross-sectional drawings that illustrate the measurement locations. As shown in these figures, train
noise measurements were made at distances of 44 and 75 meters from the near (southbound) track center
line, at a height of 1.5 meters above ground with an additional 4-meter high position at the 44 meter
location. The view of the trains was unshielded at the 44m/4m-high position, partially shielded at the
44m/1.5m- high position and totally shielded at the 75m/1.5m-high position.

Site H. Site H (see Figure 7) was located on the northbound (west) side of the TGV Nord line to the east
of the village of Ducy. At this site, the two tracks are located on an embankment approximately 5-meters
high, shielded by a concrete barrier wall about 370-m long and 3-m high, mounted on the embankment
approximately 5 meters from the near (northbound) track center line. The tracks consist of continuous
welded rail on 0.5-m spaced concrete ties and ballast, with a track separation of 4.5 meters. Fifteen trains

were monitored at this site between 11:05 and 13:20 on 11 May 1995, with speeds of 267-298 kph (166-
185 mph).

Only noise measurements were made at Site H. These were made in an open, uncultivated field along
two lines running perpendicular to the rail line. One of these lines was located at the mid-point of the
barrier while the other was located about 110 meters north of the north end of the barrier wall. Figures
8A and 8B provide plan and cross-sectional drawings that illustrate the measurement locations. As shown
in these figures, train noise measurements behind the barrier were made at distances of 25, 50 and 75
meters from the near (northbound) track center line, at a height of 1.5 meters above ground with an
additional 4-meter high position at the 25 meter reference location. At the unshielded location north of
the barrier, measurements were made at distances of 25 and 50 meters from the near (northbound) track
centerline, at a height of 1.5 meters above the ground.

Site K. Site K (see Figure 9) was located on the northbound (west) side of the TGV Nord line to the west
of Charles De Gaulle Airport. At this site, the two tracks are located on an embankment approximately
2-meters high, with a track separation of 4.5 meters. The tracks consist of continuous welded rail on 0.5-
m spaced concrete ties and ballast. Fifteen trains were monitored at this site between 16:30 and 19:00
on 11 May 1995, with speeds of 145-216 kph (90-134 mph).

Noise and ground-borne vibration measurements were made in a lightly-cultivated field adjacent to the
tracks. Figures 10A and 10B provide plan and cross-sectional drawings that illustrate the measurement
locations. As shown in these figures, train noise measurements were made at distances of 25 and 50
meters from the near (northbound) track center line, at a height of 1.5 meters above ground with an
additional 4-meter high position at the 25 meter reference location. Similarly, ground vibration
measurements were made at distances of 25 and 50 meters from the near track center line.

TGV Haute Picardie Station. This site (see Figure 11) was at a new train station on the TGV Nord line
between Paris and Lille. Four tracks pass through the station, with through trains using the two center


HIGH-SPEED TRAIN VIBRATION DATA: SWEDEN - SITE 5 - MAY 24, 1995

EVE TIME — TRAIN DESCRIPTION MEASURED A:-WEIGHTED SOUND LEVEL (dBA)
NO. OFDA Type Dir. Length Speed Chi(7.5mEB/12mW Ch2(15mEB/19.5mW Ch3(25mEB/29.5mW Ch4(SOmEBYS4.SmW
(m) (kph) VRMS PPV VRMS PPV VRMS PPV VRMS PPV
44 16:38 X2000 EB 1400 183 87.7 100.4 = 75.5 84.0 79.0 89.7 70.9 79.4
45 16:44 X2000 WB 1400 177 82.3 940 71.2 79.8 748 859 67.2 73
47 17:38 X2000 «EB 1400 187 88.0 1008 75.2 84.0 = 79.1 92.4 70:1 79.4
48 18:37 X2000 EB 1400 187 882 101.0 75.4 83.5 79.3 92.5 70.0 78.2
49 18:42 X2000 WB 1400 174 817 929 705 80.4 75.2 87.6 67.0 75.6
50 19:38 X2000 WB 1400 114 763 882 70.5 797 73.0 84.2 59.2 69.0
AVG x2000 EB 1400 18 880 1007 75.4 838 = 79.1 91.5 70.3 78.8


ITALY - SITE 2 (At-Grade)
Near track Pendolino - Average spectra

90 T TTT] ee
| Average speed = 121 mph |
g ® I TTT TTT TT TT
2 |
g OREN ETN TT Es
3 IN | o\ |
2 75
a \ai MH
< 70 +a S| ||
Oo : im
8 65 AE 44 ‘
oO
5 60H a
n
n
2 55H 4 4 44 Vt
: AL
= 50 oa J Th
jo)
Y 45 Ty jf |} ff | a _|
40 ¢ ttt 1+ it}
31.5 63 125 250 500 1000 2000 4000 8000 16000
1/3 Octave Band Center Frequency, Hz
|= 821, Sftmic 6 164 ft, 5 ft mic > 246 tt, 5 ft mic

G:APROJECTS\293630\NOISEDATNISPECTRA\IAVGSPEC.WB1 09/07/95


Maximum Noise Level (Lmax), dBA

European High-Speed Rail Noise and Vibration Measurements

HMMH Report No. 293630-2

Page 69
April 1996

Comparison with NEC Noise Models
Lmax (slow) normalized to 100 ft dist.

100

95

90

85 |— v ao

80

75

70

65

60 4

_ L 1 1 L 4 1

30 40 50 60 70 80 90 100 110 120

Train Speed, mph

130

140 150 160 170 180 190

~—— X2000 (NEC)
a TGV (France)
@ X2000 (Sweden)

— — ICE (NEC)
v_ Eurostar (France)

~~ RTL-2 Turbotrain
x Pendolino (Italy)

FIGURE 36. HIGH-SPEED TRAIN MAXIMUM NOISE LEVEL VS. SPEED


Luropean High-Speed Rail Noise and Vibration Measurements
HMMH Report 293630-2

Page 24
April 1996

FIGURE 13. PHOTOGRAPH OF ITALIAN MEASUREMENT SITE 2


ee ee ee ee oe = a
Vibration Velocity Level (VdB)
a oo for) for) NN [es]
io) a oO uo oO Oo

=
ROR
ou

wo
oO

nN
fo)

FRA High Speed Rail Vibration Spectra

Site 2, SB Pendolino, Averages

i)
a
T

TT oan:
[fy py
7 Cl
cae an a | |
NA _ | |
i Ca

8 16 31.5 63
1/3 Octave Band Center Frequency (Hz)

T
125

| -@- Channel 1, 16.2m —&- Channel 2, 28.7m -#- Channel 3, 53.7m < Channel 4, 78.7m |



European High-Speed Rail Noise and Vibration Measurements

Page 10

IIMMH Report No. 293630-2 April 1996

TFIGURE 3. PHOTOGRAPH OF FRENCHY MEASUREMENT SITE D



anoon
on Oo a 8

Vibration Velocity Level (VdB)
Pa
a

FRA High Speed Rail Vibration Spectra
Site K, SB Eurostar, Averages

I-77 —-

o aeeenascee oeeee
a

:
tt SrA

8 16 31.5 63 125 250
1/3 Octave Band Center Frequency (Hz)

—@- Channel 1, 29.5m —#&- Channel 2, 54.5m



Page 29
April 1996

0% OL 0
——=_—
SIB}aW Ul B[eOS

European High-Speed Rail Noise and Vibration Measurements

HMMH Report No. 293630-2

FIGURE 16B. CROSS-SECTIONAL VIEW OF ITALIAN MEASUREMENT SITE 3


FRANCE - SITE D (Primary)
Near track TGV - Average spectra

~ “T
aa _ | [Average speed = 182 mph ||

100
95
90
85
80
75
70
65 |
60 |
55 |
50

Sound Pressure Level, dB re: 20 pPa

|_| | _

45 +t—- 44.
| | ——
40 a Toe ti | T Tt 3H
31.5 63 425 250 500 1000 2000 4000 8000 16000
1/3 Octave Band Center Frequency, Hz

—=— 82 ft, 13 ft mic =~ 82 ft, 5 ftmic —-~ 164 ft, 5 ft mic ~~ 246 ft, 5 ft mic |

:\293630\NOISEDAT\SPECTRA\FAVGSPEC.WB1 09/07/95


FRA High Speed Rail Vibration Spectra

Site K, NB Eurostar, Averages
70 -

] ]
65 -}— ; +

eo} |} || |

[ Tt ee
~ i [

NEA NS

35 {|

ok AM 4

25 oN |

Vibration Velocity Level (VdB)

20

15 —

10 4 — + +++ —-

4 8 16 31.5 63
1/3 Octave Band Center Frequency (Hz)

~@- Channel 1, 25m -4&- Channel 2, 0m |



HIGH-SPEED TRAIN NOISE DATA: ITALY - PARMA STATION
(NB PLATFORM) MAY 18, 1995

EVE TIME

NO.

au

=OCOANOUNAHWNH—

OF D

19:54
20:01
20:02
20:15
20:19
20:22
20:32
20:56
20:57
21:04
21:06

TRAIN DESCRIPTION

Type

Freight
Inter-City
Freight
Loc.(IC)
Pendolino
Pendolino
Pendolino
Inter-City
Inter-City
Inter-City
Pendolino

Dir.

NB
Ss

SB
SB
SB
NB

SB
NB

Lengt Speed

(m)

(kph)

MEASURED SOUND LEVEL(dB
LCh(4mNB/8mSB/1.5mH)

Lmax(s) Lmax(f) SEL LEQ
996 1020 111.1
103.4 104.8 110.4
995 100.2 1096

- 875 — 85.0

= 83.0 — 77.0
97.8 98.9 107.5
98.9 1045 105.5
100.7 104.0 107.6
105.7 108.5 1121
99.7 103.4 107.4
1024 103.7 108.7


European High-Speed Rail Noise and Vibration Measurements Page 11
HMMH Report No. 293630-2 April 1996

egeoucrns |
SS 8 Scale in Meters
= & 0 70 20
> |ps
. ifm TM@ Video Camera &
4 Radar Gun
X |p4
t
4 7 4 p3 Crops
7 x |p2
1
Dirt Road N3
4 xa 4a (a)
v1 vs V4
+4 i !
K i j
1 t H
++ x H i
1 t t
t t A
+ + k oe
1 t i
t i :
+ + X |p-4 i i
H : i i
T 4 fps |
' t t A
oa ; { i
4+ J cs or ' t t
2 > H
50m
62.5m
75m i

FIGURE 4A, PLAN VIEW OF FRENCH MEASUREMENT SITE D


European High-Speed Rail Noise and Vibration Measurements
HMMH Report No. 293630-2

Page B-1
April 1996

APPENDIX B: TRAIN NOISE SPECTRA


FRANCE - SITE H1 (Barrier)
Near track TGV - Average spectra

I) ) i.

TT i
95 | ) _| eee speed = 182 mph
90 —- al — >
85 | = a4 th se os ee - ~

7
80 ee

75 = S
70 ~<a a | 7
6s JN
60 f}-— - —
55 _ FI
50 ae > 4

40 ft} tt} | ttt | | Ph
31.5 63 125 250 500 1000 2000 4000 8000 16000
1/3 Octave Band Center Frequency, Hz

Sound Pressure Level, dB re: 20 pPa

| -=— 92 ft, 13 ft mic =~ 82 ft, 5 ft mic = 164 ft, 5 ft mic ~~ 246 ft, 5 ft mic

:\293630\NOISEDAT\SPECTRA\FAVGSPEC.WB1 09/07/95


SWEDEN - SITE 3 (Primary)
Near track X2000 - Average spectra

90 per in ——- ppp
Average speed = 114 mph | |
“TAL ATLL
i
| | ‘N | aoe
aip=S AT| 4A |
—| — _| _—

7517 {444 !
70 am A | ae | iam - _| |

65 4

60 +

|
| | | | YT
55 ET 444 Ws 4 — a
spe

50 H444444. |
45 - | 1

| nal se es —T J
4o4}4{11 4iti ft ttt ty | |
31.5 63 125 250 500 1000 2000 4000 8000 16000
1/3 Octave Band Center Frequency, Hz :

Sound Pressure Level, dB re: 20 pPa

, _ = _
[oe 82 ft, 16 ft mic =~ 82 ft, 5 ftmic —*- 164 ft, 5 ft mic —o— 246 ft, 5 ft mic

| as og/08/95


European High-Speed Rail Noise and Vibration Measurements

Page 65
HMMH Report No. 293630-2

April 1996

2.3 Vibration Propagation Tests

One of the key factors in projections of ground-bore vibration is how local geologic conditions will affect
the propagation of vibration energy from the track support system to the foundations of adjacent buildi
Experience has shown that using standard geologic descriptors is rarely sufficient to define propagation
characteristics. Therefore, tests were performed at the primary site in each of the three countries where
high-speed train noise and vibration measurements were carried out. These included Site D in France, Site
4 in Italy and Site 3B in Sweden. The purpose of these tests was to obtain propagation data that could
be used to normalize the ground-borne vibration measurement results by eliminating site-specific variables

so that the vibration emission characteristics of the different types of high-speed trains could be compared
on an equal basis.

a

heavy weight on the ground and measuring the resulting vibration pulses at various distances from the
impact. The force was measured using a Sensotec Model 41/574-03 load cell (Serial No. 286906).
mounted on the ground below the weight. The force was applied to the ground at a series of points along
a line running parallel to the railroad line, as close as possible to the tracks, as described in Section |
The resulting vibration pulses were measured using accelerometers as described in Section 2.2, positioned
along a line perpendicular to the tracks and bisecting the impact line as described in Section 1. Both the
impact force and the vibration pulses were recorded using an instrumentation tape recorder as described

in Section 2.2, for subsequent laboratory analysis. The relationship between the force caused by dropping
the weight and the vibration pulse is called the transfer mobility.

The vibration propagation test procedure is illustrated in Figure 35. It basically consists of dropping a


European High-Speed Rail Noise and Vibration Measurements Page 71
HMMH Report No. 293630-2 April 1996

4. GROUND-BORNE VIBRATION MEASUREMENT RESULTS
4.1 Vibration Data Analysis Procedures

Analysis of the field data was carried out in the HMMH laboratory. The recorded acceleration signals
were integrated to obtain vibration velocity, using a B&K Model 2635 amplifier and signal conditioner.
The resulting signals were fed into a Rion Model LR-04 graphic level recorder to obtain strip charts of
the root mean square (RMS) vibration velocity as a function of time. The RMS time constant on the level
recorder was set for one second, which is equivalent to the “slow” response setting on a standard sound
level meter, and the maximum vibration level for each train event was read from the strip charts.
Although experience suggests that the RMS vibration velocity level correlates best with human response
to vibration, the peak velocity is often measured by geotechnical engineers to evaluate structural effects
on buildings. Therefore, a B&K Type 2230 sound level meter was used in parallel with the graphic level
recorder to obtain peak velocity data.

Frequency analysis was carried out for selected events, using multi-channel FFT spectrum analyzers to
obtain one-third octave band spectra averaged over intervals of maximum vibration levels for each event.
The acceleration signals were fed into the narrow-band analyzers set up for 500 Hz input bandwidth, and
post-processing software was used to integrate the narrow-band data and combine the narrow-band results
into one-third octave band vibration velocity spectra.

4.2 Overall Train Vibration Velocity Levels

The results of the ground vibration measurements are listed in Appendix C in terms of vibration velocity
level expressed in decibels (VdB) relative to one micro-inch per second. Maximum vibration velocity
levels are provided in terms of both RMS velocity (RMSV) and peak particle velocity (PPV), all in the
vertical direction. These results are given at each measurement position for each train event at each site,
along with the measurement date and time, train type and length, and train speed.

To provide an overview of the results, representative European high-speed train RMS vibration velocity
levels are plotted in Figure 38. These levels are plotted as a function of distance, and have been
normalized to a reference speed of 90 mph, assuming that ground-borne vibration varies proportional to
20 times the common logarithm of train speed. Also shown in this figure are best-fit vibration level vs.
distance curves developed from measurements conducted in the U.S. for several newer-technology trainsets
including the German ICE, Swedish X2000 and the U.S./French RTL-2 Turboliner.

The results in Figure 38 indicate that the TGV and Eurostar trains generated nearly identical ground
vibration levels at the same site (French Site D). These levels were roughly 10 decibels lower than
measured in the U.S. for the X2000 and RTL-2 trainsets, which generated the lowest ground vibration
levels of the trains tested at the Northeast Corridor site. Furthermore, the vibration attenuation rate with
distance at the French site was similar to that for the Northeast Corridor site. Figure 38 also shows that
the ground vibration levels for Pendolino operation at Site 4 in Italy were all below the vibration levels
measured for the trains in the U.S. However, the attenuation rate with distance at the Pendolino site
appears to be more gradual at greater distances from the track. The highest ground vibration levels were
generated by the X2000 trains at Site 3B in Sweden. At a distance of 100 feet, the levels are comparable
to those measured for the X2000 in the U.S., but there appears to be very little attenuation with distance.


Kuropean High-Speed Rail Noise and Vibration Measurements
HMMIHI Report No. 293630-2

Page 16
April 1996

FIGURE 7. PHOTOGRAPH OF FRENCH MEASUREMENT SITE H



FRANCE - SITE D (Primary)
Far track TGV - Average spectra

100 ‘se T [Average speed = 181 mph

95 HO FF PT TJ

90 Hey t a7 L yp
85 7
80

75
70
65
60
55

| Br
E 7 “| nN We |
50 4-4 ata apd ay
45 F- 4 TI ; TN
40 — — 4-44-44 t +t a +
31.5 63 125 250 500 1000 2000 4000 8000 16000
1/3 Octave Band Center Frequency, Hz

Sound Pressure Level, dB re: 20 pPa

_ 97 ft, 13 ft mic = 97 ft, 5 ftmic_—*— 179 ft, 5 ft mic -o- 261 tt, 5 ft mic|

Boron oscoamorcctanravasrec.wer 09/07/35


European High-Speed Rail Noise and Vibration Measurements Page 21
HMMH Report No. 293630-2 April 1996
2 e7S-— 4
i=
Te
a
arc
Zz
ees A
E
—
g| §
| al
re
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=z 1 €
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FIGURE 10B. CROSS-SECTIONAL VIEW OF FRENCH MEASUREMENT SITE K


European High-Speed Rail Noise and Vibration Measurements

Page 50
HMMH Report No. 293630-2 April 1996
Scale in Meters am af
_—_
1°) 10 20
Road 4.5m
+ +t
N4 N3

FIGURE 32A. PLAN VIEW OF SWEDISH MEASUREMENT SITE 4


HIGH-SPEED TRAIN NOISE DATA: SWEDEN - SITE 4 (CURVE SITE) - MAY 24, 1995

EVE

NO. OF DA

100
101
109
110
ith

AVG

TIME

919
9:42
11:33
13:35
13:51

TRAIN DESCRIPTION MEASURED A-WEIGHTED SOUND LEVEL (dBA)
Type Dir. Length Speed Chi(25mEB/29.5mWB/1.5mH Ch2(25mEB/29.5mWEIS.0mH Ch3(SOmEB/S4.SmWB/1.SmH_ Ché{7SmEBV79.5mWEV1.SmH
(m) (kph) Lmax(s) maxi) SEL Lmax(s) Lax), SEL Lmax(s) Linax() «SEL Lmax(s) Lmax(f) SEL

x2000 «WB 1400 175 «808 = 839.1 Ht BBO 10s 77B789 AIO.
x2000 WB 1400 «(174 «= 832s AB 90H BG 924 = 798 = 809 A T77B7BE OTA
x2000 «EB 1400 «174 = 869 BSN BTA BOQ FT «= «BAS BGT 789 799—BAG
x2000 EB 1400 72 770 780 844 776 784 851 717 721 802 680 680 769
x2000 WB 1400 183 849 860 900 82 900 3 803 810 861 800 802 862
2000 WB 140.0 W7 83.0 BAT 88.7 e77 89.0 926 79.3 80.3 85.0 78.3 788 85.6


European High-Speed Rail Noise and Vibration Measurements
HMMH Report No. 293630-2

Page 33
April 1996

FIGURE 19. PHOTOGRAPH OF PARMA STATION



European High-Speed Rail Noise and Vibration Measurements

Page D-1
HMMH Report No. 293630-2

April 1996

APPENDIX D: GROUND-BORNE VIBRATION SPECTRA FOR TRAIN EVENTS


European High-Speed Rail Noise and Vibration Measurements
HMMH Report No. 293630-2

Page 17
April 1996

Scale in Meters
0 10 20 |

FIGURE 8A. PLAN VIEW OF FRENCH MEASUREMENT SITE H



European High-Speed Rail Noise and Vibration Measurements

HMMH Report No. 293630-2

Page 61
April 1996

TABLE 5. FIELD INSTRUMENTS USED FOR GROUND VIBRATION MEASUREMENTS

ACI PCB 393B 162
AC2 PCB 393C 2480

AC3 PCB 393C 2481

Accelerometer

AC4 PCB 393C 2482
ACS PCB 393C 2876

AC6 PCB 293C 3179
PSI PCB 480C06 1550
PS2 PCB 480E09 18974
PS3 PCB 480E09 18975

Power

Supply PS4 PCB 480C02 2366
PSS PCB 480C02 2367

PS6 PCB 480C02 2368

A2 EPAC 60/10 LN 68

Amplifier A3 EPAC 60/10 LN 69
A4 EPAC 60/10 LN 114

AS EPAC 60/10 LN 115

Tape Recorder T3 TEAC RD-130TE 723965
—)



HIGH-SPEED TRAIN VIBRATION DATA: SWEDEN - SITE 38 (PRIMARY SITE) - MAY 23, 1995,

EVEN TIME

NO.

@
64
67
6
70
B
18
18
20
B
26

AVG

OF DA

923
947
10:43
11:32
1331
14:04
1632
16:54
17:30
1831
18:49

TRAIN DESCRIPTION

Type

Or.

we
we

ag ge80§85884

Leng Speed Ch2(7 SmWB6.8mt

(mn)
1400
140.0
1400
140.0
140.0
1400
140.0
140.0
1400
1400
1400

(ph)
183
165
185
159
182
185
185
185
182
180
168

185
182

VAMS
87.0
85s
86.1
90.0
43
86.1
36
5.4
840
aa7
873

62
239

Pr
Er
o47
59
95
336
95.4
22.4
953
11
2.1
79

96.4
23

843
832
932
850
27
eat
834
835
225
823
B42

836
e27

MEASURED MAXIMUM VERTICAL VIBRATION VELOCITY (Vd6)

1EB) CH 1SMWE24 ImEB) Ch(2SmWBL4 SEB) ChS{37 §
PV VRMS = PPV

12
07
916
909
90.1
25
913
12
902
9.1
930

O17
m2

VAMS
630
23
21
e22
850
a13
ea2
820
a9
aS
20

et
aad

PPV
96
1
ea
880
0.1
4
90.1
913
95
2
693

06
902

VAM:
754

e21
798
72
745
B12
a2
227
876
637
843
868

826
830

762
755
76.0
760
m7
765
730
76.1
78.0
768
TA

762
719

aa2
B15
223
826
44
Ek)
as2
819
838
837
835

a6
843

WB/46.8MEB) CNG (SOmWES9 3MEB) Ch7(62.SmWBI71
S PPV RMS ppv VRMS

78
767
779
75
730
76.1
74
764
730
784
78

70
73s

Bm



SWEDEN - SITE 1 (Embankment)
Near track X2000 - Average spectra

90 pee ST T |
Average speed = 108 mph |
85 t tS ania
& “T
= |
o 804 Th Se ee nee el eee el ee
3 rN
® 75 Ly | -
fea ca |
© 70 -
g . LU
a 65 4 | jt TT
@o
5 60 ¥ —T ~ yo ee
no
on
© 55 Soon ed
a
ne}
5 50 | 7 tt -—-
” 45 U4 eo oe | + |
40 + +4 |

31.5. 63 125 250 500 1000 2000 4000 8000 16000
1/3 Octave Band Center Frequency, Hz

[-=- 82ft, Sftmic ~ 164, 5 ft mic]

\P ROJECTS\293630\NOISEDAT\SPECTRA\SAVGSPEC.WB1 09/08/95


SWEDEN - SITE 2 (Cut)
Near track X2000 - Average spectra
100 pase —= Y — ; esp
[Average speed = 107 mph [
95 «rt Tra |

a |.

asl oe tA
80 AS 44
75 ANAS Se = “aol A SN
oe EL see aT neal

NS a ae ae {|
el HSRUBUBERSUCARERRRRAY NAO
50 4 4
40 ¢ +44 eto obo 14 =

315. 63. 125 250. 1000 2000 4000 8000 16000
1/3 Octave Band Center Frequency, Hz

Hf

|_ pt

Sound Pressure Level, dB re: 20 uPa

—=— 66 ft, 5 ftmic -=- 131 ft, 16 ft mic —e— 131 ft, 5 ft mic ~e~ 213 ft, 5 ftmic |

Jorrercroemonosenansrrcormasavasrecive og/os/es


European High-Speed Rail Noise and Vibration Measurements

Page 4
HMMH Report No. 293630-2

April 1996

tracks. Through train noise measurements were performed on the northbound station platform between
18:00 and 18:30 on 12 May 1995 to determine patron noise exposure. Six trains, operating at or near the
maximum speed of 300 kph (186 mph) were monitored at distances of about 15 meters from the
northbound main line track and 20 meters from the southbound main line track.

1.2 Italian Measurement Sites

Measurements were carried out on 15-18 May 1995 at three sites along the Milano-Bologna segment of
the Italian National Railway’s main line between the cities of Parma and Reggio Emilia. The general
locations of these sites, designated as sites 2, 3 and 4, are indicated in Figure 12. Additional
measurements were performed on 18 May 1995 at the Parma Station.

Train operations along the Milano-Bologna main line include a variety of passenger and freight trains.
Of primary interest were the Pendolino ETR-450 high-speed tilt trains, which operate at a maximum speed
of about 200 kph (125 mph). The standard Pendolino consist includes two end units and seven other cars,
with a total length of 236.6 meters. The pantograph was observed to be raised on the sixth car only.

The Italian noise and vibration test sites and measurement locations are described below.

Site 2. Site 2 (see Figure 13) was located on the northbound side of the railroad line near the town of
Cade. At this site, three tracks are located at grade, including a two main line tracks located 3.7 meters
apart, plus a siding located 5.5 meters from the northbound main line track between the measurement site
and the main line. The main line tracks consist primarily of continuous welded rail on 0.6-m spaced
concrete ties and ballast, although several rail joints were observed in the southbound track in this vicinity.

Three Pendolino trains were monitored at this site between 20:00 and 21:00 on 15 May 1995, with speeds
of 190-194 kph (118-121 mph).

Noise and ground-bormne vibration measurements at Site 2 were made along a tractor path running
perpendicular. to the rail line through a level, cultivated field. Figures 14A and 14B provide plan and
cross-sectional drawings that illustrate the measurement locations. As shown in these figures, train noise
measurements were made at distances of 25, 50 and 75 meters from the near (northbound) track center
line, at a height of 1.5 meters above ground with an additional 4-meter high position at the 25 meter
reference location. Similarly, ground vibration measurements were made at distances of 12.5, 25, 50 and
75 meters from the near track center line.

Site 3. Site 3 (see Figure 15) was located in an asphalt-paved parking lot on the northbound side of the
railroad line, on the inside of a curved section of track in the city of Reggio Emilia. The curve radius at
this location was estimated to be 880 meters (about 2,900 feet). At this site, two tracks are located on
an embankment approximately 1.5 meters above grade, separated from the measurement site by a grassy
ditch. The tracks consist of continuous welded rail on 0.6-m spaced concrete ties and ballast, and welded
joints were visible in both tracks near the measurement positions. Four Pendolino trains were monitored
at this site between about 20:00 and 21:00 on 17 May 1995, with speeds of 130-154 kph (81-96 mph).

Noise and ground-bome vibration measurements were made at several locations in the parking lot. Figures
16A and 16B provide plan and cross-sectional drawings that illustrate the measurement locations. As
shown in these figures, train noise measurements were made at distances of 25, 50 and 75 meters from
the near (northbound) track center line, at a height of 1.5 meters above ground with an additional 5-meter


HIGH-SPEED TRAIN NOISE DATA: SWEDEN - SITE 2 (CUT SITE) - MAY 22, 1995

EVE TIME TRAIN DESCRIPTION MEASURED A-WEIGHTED SOUND LEVEL (dBA)

NO. OFDA Type Dir. Length Speed Ch (20mEB/24.5mWBI1.5mH Ch2(40mEB/44.SmWEV1.SmH Ch3(40mEB/44.5mWBYS.0mH Ch4(6SmEBVE9.SmWEV1.5mH
(m) (kph) Lmax(s)Lmax() SEL Lmax(s) Lmax(f) SEL Lmax(s)_ Lmax() SEL Lmax(s)_ Lmax(f) SEL

45 9:20 x2000 WB 1400 164 92.2 93.6 101.5 76.1 710 &2.1 84.6 658 93 697 702 769

46 9:42 X2000 WB 140.0 153 92.2 95.0 978 79.6 B19 842 84.0 853 89.8 739 750 83.7
48 10:38 X2000 WB 1400 17 93.1 94.5 983 758 769 816 848 85.7 90.0 706 19° 771
51 11:31 X2000 EB 1400 171 96.2 97.2 101.1 767 782 B15 82.6 84.0 87.5 716 730 77.3
53 1329 X2000 EB 1400 169 96.0 97.0 1008 76.5 780 812 82.0 839 87.0 70.9 720 77.0
55 13:53 X2000 WB 1400 167 92.9 95.0 985 755 769 81.5 847 86.0 905 69.6 702 763
56 1628 x2000 EB 1400 17 96.2 97.5 1006 76.4 T2816 62.5 638 87.4 TA 19° 768
58 16:47 X2000 WB 1400 175 95.0 95.9 100.0 782 792 846 86.4 a7.1 918 19 730 786
s9 1729 x2000 EB 1400 177 97.4 99.1 101.6 788 799 838 84.4 858 89.1 73.8 759 79.2
61 1829 X2000 &B 1400 169 62 97.3 104.3 782 79.0 83.4 82.9 838 87.9 719 727 777
63 1848 X2000 WB 1400 171 93.7 950 99.1 785 799 845 847 85.2 90.3 724 739° 787

AVG x2000 « €B 1400 = 173 96.4 976 1017 73 785 823 829 843 878 ng 731 77.6

WB 1400 168 93.2 94.8 99.2 73 786 63.1 849 85.9 905 NA 724 786


European High-Speed Rail Noise and Vibration Measurements
HMMH Report No. 293630-2

Page 38
April 1996

A —B WB
Scale in Meters _

0 10 20 aa 7 T

—— 1

an a
——

Sas OT OTT

+4

to

—_ 4.5m]

+4

+4

y 7

tt

FIGURE 24A. PLAN VIEW OF SWEDISH MEASUREMENT SITE 1



HIGH-SPEED TRAIN VIBRATION DATA: FRANCE - SITE 0 (PRIMARY SITE) - MAY 10, 1995

EVEN TIME

NO.

RR BRRavousen

a

XQ
SBBREBKRESBRY

3

OF DA

12:18
12:32
12:54
1258
13:10
13:15,
13:17
1625,
1633
16:40
16:44
1651
1730
1731
1735
1739
1743
1752
18.06
1807
18:10
18:13,
1830
1842
18:44

TRAIN DESCRIPTION

Typo i.
(m) (ph) RMS PPV MSV
Tov NB OTS MM 745 43 724
Euosar NB 37 | BO 748 2 710
Tov2 NB 475024 760 56 723
Tov SB Oars HO 78.1 8 750
Tov SBS a8 791 s12 760
Tov SB OTS OH 788 90.1 754
Tov NB OS a8 770 881 730
Tov 88 275286 80.0 937 Al
Eumsar $8 307 89 765 83 728
Tov NB 2375 OM 748 as nS
Tey $8 275 — — 762
Tove SB 4750 23 805 es 7s
Eumstar NB 937-253 745 90.4 ns
Eurostar SB 3037 | 26 793 O15 755
Tov NB 2375286 750 879 T27
Tov NB OTS 6 738 856 705
Tov SB 27S 795 06 78
Tov NB TSO 754 860 720
Tov NB 2375283 750 62 725
Tov SB a5 OB 785 912 752
Tov NB 2S OH 756 889 T22
Tov 88 TSG 800 924 76s
Tov 88 27S Ow 783 902 748
Tov NB OTS OS 746 3 15
Tov 88 27S 6 730 O14 754
Tey  sB 7S 73.0 ot 759
NB 2375 ag 750 62 720
Eurostar SB 307 RS 7719 699 742
NB 37 0 747 873 13

MEASURED MAXIMUM VERTICAL VIBRATION VELOCITY LEVEL (Vd8)
Longh Spoed Chi(17.SmS8/22mNB) Ch2{25mSB/29.SmNB) ChI37.SMSB/42mMNB) Ch4(SOMSBS4.SMNB) ChS(6E2SMSBG7MNB) ChETSMSE7E.SmNB)

PPV
637
632
30
e932
a6
910
26.1
95
98
B40
639
02
23
3.4
85.1
B17
e04
3.0
94
es

903
at

15
28

PMSV
640
42
642
638
686
680
650
70.0
635
635
2
710
646
2
638
oS
2
643
630
ees
648
0
680
638
679

638
cry

659
44

PPV
748
755
755
3
609
784
758
810
78
752
80.1
16
753
aia
70
744
805
764
768
795
TA
04
786
743
793

799
758

795
754

PMSV
STA
93.0
a5
8
615
610
20
612
59.0
580
8
es
580
3
S72
558
613
585
570
610
53.0
03
os
585
8

610
S78

587
585

PPV
674
700
m3
7
726
27
2
731
700
704
ma
723
680
733
697
67.4
15
69.4
74d
m7
718
733
mA
694
721

721
01

nT
620

MSV
22
540
538
553
560
583
535
558
S45
923
558
568
530
560
530
502
557
528
518
552
538
556
554
520
559

556
24

553
535

PPV
65.0
62
67.4
679
a8
708
68
68.0
67.0
14
4
eas
652
682
68
es
7
65.4
688
et
679
eas
a2
65.4
0

es
7

O76
657

RMSV
S12
832
$3.4
S48
S48
S41
525
SAS
$60
520
550
562
520
$42
51.0
498
SAA
520
902
546
S18
541
S40
S21
S42

S44
Sta

58.1
26

PPV
638
1
62
658
7.1
67.0
68
61
63
648
og
673
649
65.4
636
26
8
6
es
659
650
646
ea
62
656

659
a9

659
640


FRANCE - SITE G (Cut)
Near track TGV - Average spectra

90 FF TI TT \ ee
85 _| _| [Average speed = 180 mph ||
_ _|
80 tj ti +4 +H
75 = ao | th an HTN | LT
|
70 —_ ine _ aN
65 H- TT 4 =“ { t 7]
60 ei iz _ \ \ —-

a

55

A MRGRHUEEANDSOGNARGRALS {

Sound Pressure Level, dB re: 20 pPa

40 i: _

ia Lt ‘a
35 4
30 4 | TI SERRSEREE

ts

315 63 125 250 500 1000 2000 4000 8000 16000
1/3 Octave Band Center Frequency, Hz

—=— 144 ft, 13 ft mic > 144 ft, 5 ft mic 2 246 ft, 5 ft mic

Ferrer norcotmnravesrcc wes 09/07/95


European High-Speed Rail Noise and Vibration Measurements Page 41
HMMH Report No. 293630-2 April 1996

Scale in Meters

0 10
nol
oO
fo}
a
<
2
©
aD
€
o
x
N4 N2, N:

FIGURE 26A. PLAN VIEW OF SWEDISH MEASUREMENT SITE 2